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CIVIL AVIATION DIRECTIVE – 1406
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HELIDECKS
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STANDARDS AND REQUIREMENTS

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HSR
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CIVIL AVIATION AUTHORITY OF MALAYSIA

ISSUE 01
REVISION 00 – 15 T H MAY 2022
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 Introduction

Introduction
In exercise of the powers conferred by Section 24O of the Civil Aviation Act 1969 [Act 3], the
Chief Executive Officer makes this Civil Aviation Directive 1406 – Helideck Standards &
Requirement (“CAD 1406 – HSR”), pursuant to Regulation(s) 81 (2) of the Malaysian Civil
Aviation Regulations (MCAR) 2016 and Regulation(s) 6, 9-15, 17, 19, 20, 22-24, 26, 27, 29-
31, 33, 34, 37, 53-54, 64 and 65 of the Malaysian Civil Aviation (Aerodrome Operations)
Regulations (MCAR [AO]) 2016.

This CAD contains the Standards, requirements and procedures pertaining to the provisions
of the helideck standards & requirement issued by the CAAM. The standards and
requirements in this CAD shall supplement to the standards contained in the CAD 14 Vol. II –
Standards for Heliports.

This Civil Aviation Directives 1406 – Helideck Standards & Requirements (“CAD 1406 – HSR”)
is published by the Chief Executive Officer under Section 24O of the Civil Aviation Act 1969
[Act 3] and come into operation on 15th May 2022

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Non-compliance with this CAD

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Any person who contravenes any provision in this CAD commits an offence and shall on
conviction be liable to the punishments under Section 24O (2) of the Civil Aviation Act 1969
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[Act 3] and/or under Malaysia Civil Aviation Regulation 2016.
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(Datuk Captain Chester Voo Chee Soon)

Chief Executive Officer
Civil Aviation Authority of Malaysia

Issue 01/Rev 00 CAD 1406 – HSR 3

 Introduction

Civil Aviation Directive components and Editorial practices

This Civil Aviation Directive is made up of the following components and are defined as
follows:

Standards: Usually preceded by words such as “shall” or “must”, are any specification for
physical characteristics, configuration, performance, personnel or procedure, where uniform
application is necessary for the safety or regularity of air navigation and to which Operators
must conform. In the event of impossibility of compliance, notification to the CAAM is
compulsory.

Recommended Practices: Usually preceded by the words such as “should” or “may”, are any
specification for physical characteristics, configuration, performance, personnel or procedure,
where the uniform application is desirable in the interest of safety, regularity or efficiency of
air navigation, and to which Operators will endeavour to conform.

Appendices: Material grouped separately for convenience but forms part of the Standards

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and Recommended Practices stipulated by the CAAM.

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Definitions: Terms used in the Standards and Recommended Practices which are not self-

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explanatory in that they do not have accepted dictionary meanings. A definition does not have
an independent status but is an essential part of each Standard and Recommended Practice
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in which the term is used, since a change in the meaning of the term would affect the
specification.
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Tables and Figures: These add to or illustrate a Standard or Recommended Practice and
which are referred to therein, form part of the associated Standard or Recommended Practice
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and have the same status.

Notes: Included in the text, where appropriate, Notes give factual information or references
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bearing on the Standards or Recommended Practices in question but not constituting part of
the Standards or Recommended Practices;
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Attachments: Material supplementary to the Standards and Recommended Practices or

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included as a guide to their application.

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It is to be noted that some Standards in this Civil Aviation Directive incorporates, by reference,
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other specifications having the status of Recommended Practices. In such cases, the text of
the Recommended Practice becomes part of the Standard.
The units of measurement used in this document are in accordance with the International
System of Units (SI) as specified in CAD 5. Where CAD 5 permits the use of non-SI alternative
units, these are shown in parentheses following the basic units. Where two sets of units are
quoted it must not be assumed that the pairs of values are equal and interchangeable. It may,
however, be inferred that an equivalent level of safety is achieved when either set of units is
used exclusively.

Any reference to a portion of this document, which is identified by a number and/or title,
includes all subdivisions of that portion.

Throughout this Civil Aviation Directive, the use of the male gender should be understood to
include male and female persons.

Issue 01/Rev 00 CAD 1406 – HSR 4

 Record of Revisions

Record of Revisions
Revisions to this CAD shall be made by authorised personnel only. After inserting the revision,
enter the required data in the revision sheet below. The ‘Initials’ has to be signed off by the
personnel responsible for the change.

Rev No. Revision Date Revision Details Initials

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 Record of Revisions

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 Summary of Changes

Summary of Changes
ISS/REV no. Item no. Revision Details

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 Summary of Changes

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Issue 01/Rev 00 CAD 1406 – HSR 8

 Table of Contents

Table of Contents
1 GENERAL ........................................................................................................................... 1-1
1.1 CITATION ................................................................................................................................ 1-1
1.2 APPLICABILITY .......................................................................................................................... 1-1
1.3 REVOCATION ........................................................................................................................... 1-1
1.4 DEFINITIONS, ABBREVIATIONS AND SYMBOLS ................................................................................ 1-2
2 HELIDECK DESIGN & OPERATIONS ...................................................................................... 2-1
2.1 HELIDECK OPERATIONS MANUAL ................................................................................................ 2-1
2.2 HELIDECK LIMITATION LIST (HLL) ................................................................................................ 2-1
2.3 HELICOPTER PERFORMANCE CONSIDERATION................................................................................ 2-2
2.4 HELIDECK DESIGN ..................................................................................................................... 2-3
2.5 HELIDECK PHYSICAL CHARACTERISTIC ......................................................................................... 2-19
2.6 HELIDECK SURFACE ................................................................................................................. 2-22
2.7 OBSTACLE ENVIRONMENTS ...................................................................................................... 2-29

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2.8 VISUAL AIDS .......................................................................................................................... 2-39

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2.9 AERONAUTICAL LIGHTS ............................................................................................................ 2-52

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2.10 NORMALLY UNMANNED INSTALLATIONS (NUI) ........................................................................... 2-60
2.11 PERSONNEL REQUIREMENTS..................................................................................................... 2-63
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2.12 RESCUE AND FIRE-FIGHTING FACILITIES (NORMALLY MANNED INSTALLATION OR VESSEL) ................... 2-70
2.13 HELIDECK EMERGENCY RESPONSE MANUAL (ERM) ..................................................................... 2-80
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2.14 TRAINING .............................................................................................................................. 2-86
2.15 METEOROLOGICAL EQUIPMENT PROVISION ................................................................................ 2-86
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2.16 DECK MOTION REPORTING AND RECORDING .............................................................................. 2-87

2.17 HELICOPTER OPERATIONS SUPPORT EQUIPMENT .......................................................................... 2-88
2.18 HELICOPTER REFUELLING OPERATIONS ....................................................................................... 2-90
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3 HELIDECK INSPECTION COMPANY ...................................................................................... 3-1

3.1 GENERAL................................................................................................................................. 3-1
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3.2 REQUIREMENTS FOR A SAFETY MANAGEMENT ORGANISATION STRUCTURE........................................ 3-1

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3.3 REQUIRED COMMUNICATION WITH THE CAAM ............................................................................ 3-3

3.4 APPLICATION FOR HELIDECK INSPECTION COMPANY APPROVAL........................................................ 3-4
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3.5 APPROVAL OF HELIDECK INSPECTION COMPANY ............................................................................ 3-4

3.6 SURVEILLANCE OF APPROVED HELIDECK INSPECTION COMPANY ....................................................... 3-4
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4 HELIDECK INSPECTOR......................................................................................................... 4-1

4.1 OBLIGATIONS OF HELIDECK INSPECTOR ........................................................................................ 4-1
4.2 QUALIFICATIONS OF HELIDECK INSPECTOR .................................................................................... 4-1
4.3 APPLICATION FOR HELIDECK INSPECTOR APPROVAL ........................................................................ 4-2
4.4 APPROVAL OF HELIDECK INSPECTOR ............................................................................................ 4-2
4.5 SURVEILLANCE OF HELIDECK INSPECTOR ....................................................................................... 4-3
5 HELIDECK TRAINING ORGANISATION ................................................................................. 5-1
5.1 GENERAL................................................................................................................................. 5-1
5.2 HELIDECK TRAINING SYLLABUS .................................................................................................... 5-1
5.3 APPLICATION FOR HELIDECK TRAINING SYLLABUS APPROVAL ........................................................... 5-3
5.4 APPROVAL OF HELIDECK TRAINING SYLLABUS ................................................................................ 5-4
5.5 SURVEILLANCE OF HELIDECK TRAINING SYLLABUS........................................................................... 5-5
6 HELIDECK OPERATOR REQUIREMENTS ............................................................................... 6-1

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 Table of Contents

6.1 GENERAL................................................................................................................................. 6-1

6.2 APPLICATION PROCESS .............................................................................................................. 6-1
6.3 CERTIFICATE OF AERODROME RENEWAL........................................................................................ 6-3
7 APPENDICES ...................................................................................................................... 7-1
7.1 APPENDIX 1 – TRAINING SYLLABUS .............................................................................................. 7-1
7.2 APPENDIX 2 – HELIDECK OPERATIONS MANUAL .......................................................................... 7-17

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Issue 01/Rev 00 CAD 1406 – HSR 10

 Chapter 1 – General

1 General

1.1 Citation

These Directives are the Civil Aviation Directives 1406 – Helideck Standards &
Requirements (CAD 1406 - HSR), Issue 01/Revision 00, and comes into operation
on 15th May 2022.

This CAD 1406 – HSR, Issue 01/Revision 00 will remain current until withdrawn
or superseded.

1.2 Applicability

The Helideck Standards & Requirements in this CAD are applicable to Helideck
Operators, Helideck Inspection Company, Helideck Inspector and Helideck

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Training Organisation. In this publication the term ‘helideck’ refers to all helicopter

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landing areas on fixed or floating offshore facilities used for mineral exploitation

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(for the exploration of oil and gas), research or construction.

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Helideck Inspection Company (HIC) shall be accountable for the safety oversight
of helideck operating companies in Malaysia, while CAAM will have safety
oversight of all approved HIC. All HIC are required to be approved by CAAM before
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carrying out certification and surveillance duties.
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This Directive also shall be read together with CAD 14 Vol II that contains the
Standards of Heliports. This Directives shall be applicable to standards that
prescribe the physical characteristics and obstacle limitation surfaces to be
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provided for at helideck and at any matter related thereto, including certain
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facilities and technical services normally provided at an aerodrome.

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1.3 Revocation
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This CAD revokes the following documents related to helidecks:

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a) ASG 904

b) How to become a CAAM certified Inspector

c) CAAM helideck inspection company endorsement requirement

d) Requirement for helideck operations manual.

e) Helideck courses syllabus

f) Helideck emergency response team (HERT) training standards

g) All HCC issued documents.

Issue 01/Rev 00 CAD 1406 – HSR 1-1

 Chapter 1 – General
1.4 Definitions, Abbreviations and Symbols

The CAD 14 Vol. I, contains definitions for the terms which are used in both
volumes. Those definitions are not reproduced in this CAD, with the exception of
the following:

Heliport means an aerodrome or a defined area on a structure intended to be used wholly or

in part for the arrival, departure and surface movement of helicopters.
Obstacle means all fixed (whether temporary or permanent) and mobile objects, or parts
thereof, that:
a) are located on an area intended for the surface movement of aircraft; or
b) extend above a defined surface intended to protect aircraft in flight; or
c) stand outside those defined surfaces and that have been assessed as being a hazard to air

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navigation.
The following list contains definitions of terms that are used only in Volume II, with the

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meanings given below.

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D means the largest overall dimension of the helicopter when rotor(s) are turning measured
from the most forward position of the main rotor tip path plane to the most rearward position
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of the tail rotor tip path plane or helicopter structure.
Design D means the D of the design helicopter.
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D-value means a limiting dimension, in terms of “D”, for a heliport, helideck or shipboard
heliport, or for a defined area within.
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Declared distances — heliports.

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a) Take-off distance available (TODAH). The length of the FATO plus the length of helicopter
clearway (if provided) declared available and suitable for helicopters to complete the take-off.
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b) Rejected take-off distance available (RTODAH). The length of the FATO declared available
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and suitable for helicopters operated in performance class 1 to complete a rejected take-off.
c) Landing distance available (LDAH). The length of the FATO plus any additional area
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declared available and suitable for helicopters to complete the landing manoeuvre from a
defined height.
Dynamic load-bearing surface means a surface capable of supporting the loads generated
by a helicopter in motion.
Elevated heliport means a heliport located on a raised structure on land.
Falling gradient means a surface extending downwards on a gradient of 5:1 measured from
the edge of the safety netting (or shelving) located around the TLOF below the elevation of
the helideck or shipboard helideck to water level for an arc of not less than 180 degree which
passes through the centre of the TLOF and outwards to a distance that will allow for safe
clearance of obstacles below the TLOF in the event of an engine failure for the type of
helicopter the helideck or shipboard helideck is intended to serve. Where high-performing
helicopters are exclusively used, consideration may be given to relaxing the falling gradient
from a 5:1 to a 3:1 slope.

Issue 01/Rev 00 CAD 1406 – HSR 1-2

 Chapter 1 – General

Final approach and take-off area (FATO) mean a defined area over which the final phase
of the approach manoeuvre to hover or landing is completed and from which the take-off
manoeuvre is commenced. Where the FATO is to be used by helicopters operated in
performance class 1, the defined area includes the rejected take-off area available.
Helicopter clearway means a defined area on the ground or water, selected and/or prepared
as a suitable area over which a helicopter operated in performance class 1 may accelerate
and achieve a specific height.
Helicopter stand means an aircraft stands which provides for parking a helicopter and where
ground taxi operations are completed or where the helicopter touches down and lifts off for air
taxi operations.
Helicopter taxiway means a defined path on a heliport intended for the ground movement of
helicopters and that may be combined with an air taxi-route to permit both ground and air
taxiing.
Helicopter taxi-route means a defined path established for the movement of helicopters from

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one part of a heliport to another.
a) Air taxi-route. A marked taxi-route intended for air taxiing.

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b) Ground taxi-route. A taxi-route centred on a taxiway.
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Helideck means a heliport located on a fixed or floating offshore facility such as an exploration
and/or production unit used for the exploitation of oil or gas.
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Helideck Facilities and Equipment means facilities and equipment, inside or outside the
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boundaries of the helideck, that are constructed or installed, operated and maintained for the
arrival, departure and surface movement of aircraft.
Helicopter landing officer means a designated person on duty at an off-shore installation
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responsible for supporting safe helicopter operations to the helideck and the daily supervision
of the helideck.
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Helideck Operations Manual means the manual that forms part of the application for
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Acceptance.
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Helideck radio operator means a designated person responsible for ensuring effective radio
communications between helicopter flight crew and the helideck.
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Heliport elevation means the elevation of the highest point of the FATO.
Heliport reference point (HRP) means the designated location of a heliport or a landing
location.
Normally Unmanned Installation (fixed helideck) means an offshore installation designed
to be primarily operated remotely, without the constant presence of personnel.
Obstacle means all fixed (whether temporary or permanent) and mobile objects, or parts
thereof, that:
a) are located on an area intended for the surface movement of aircraft; or
b) extend above a defined surface intended to protect aircraft in flight; or
c) stand outside those defined surfaces and that have been assessed as being a hazard to air
navigation.

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 Chapter 1 – General

Obstacle Free Sector means A sector, not less than 210 degrees, extending outwards to a
distance that will allow for an unobstructed departure path appropriate to the helicopter the
TLOF is intended to serve, within which no obstacles above the level of the TLOF are
permitted. (For helicopters operated in PC1 or PC2 the horizontal extent of this distance will
be compatible with the one-engine inoperative capability of the helicopter type to be used).
Point-in-space approach (PinS) means the Point-in-space approach is based on GNSS and
is an approach procedure designed for helicopter only. It is aligned with a reference point
located to permit subsequent flight manoeuvring or approach and landing using visual
manoeuvring in adequate visual conditions to see and avoid obstacles.
Point-in-space (PinS) visual segment means the segment of a helicopter Pins approach
procedure from the Map to the landing location for a PinS “proceed visually” procedure. This
visual segment connects the Point-in-space (PinS) to the landing location.
Note. — The procedure design criteria for a PinS approach and the detailed design
requirements for a visual segment are established in the ICAO Procedures for Air Navigation

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Services — Aircraft Operations, (PANS-OPS, Doc 8168).

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Protection area means a defined area surrounding a stand intended to reduce the risk of

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damage from helicopters accidentally diverging from the stand.

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Rejected take-off area means a defined area on a heliport suitable for helicopters operating
in performance class 1 to complete a rejected take-off.
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Runway-type FATO means a FATO having characteristics similar in shape to a runway.
Safety area means a defined area on a heliport surrounding the FATO which is free of
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obstacles, other than those required for air navigation purposes, and intended to reduce the
risk of damage to helicopters accidentally diverging from the FATO.
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Safety Management System (SMS) means A systematic approach to managing safety

including the necessary organisational structure, accountabilities, policies and procedures.
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Shipboard heliport means a heliport located on a ship that may be purpose or non- purpose-
built. A purpose-built shipboard heliport is one designed specifically for helicopter operations.
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A non-purpose-built shipboard heliport is one that utilises an area of the ship that is capable
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of supporting a helicopter but not designed specifically for that task.

Static load-bearing surface means a surface capable of supporting the mass of a helicopter
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situated upon it.

Surface-level heliport means a heliport located on the ground or on a structure on the surface
of the water.
Touchdown and lift-off area (TLOF) means an area on which a helicopter may touch down
or lift off.
Winching area means an area provided for the transfer by helicopter of personnel or stores
to or from a ship.

Issue 01/Rev 00 CAD 1406 – HSR 1-4

 Chapter 1 – General

Abbreviations and symbols used in this CAD are as follows:

Abbreviations

AIP Aeronautical Information OFS Obstacle-free sector

Publication
APAPI Abbreviated precision OLS Obstacle limitation surface
approach path indicator
ASPSL Arrays of segmented point PAPI Precision Approach Path Indicator
source Lighting
CAAM Civil Aviation Authority of PFAS Portable Foam Application System
Malaysia
CAD Civil Aviation Directive Pins Point-in-space
cd Candela RFF Rescue and firefighting

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cm Centimetre RFFS Rescue and Firefighting Service

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DIFFS Deck Integrated Firefighting R/T Radiotelephony or radio

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System communications
FAS Fixed application system RTOD Rejected take-off distance
FATO Final approach and take-off
Area
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RTODAH Rejected take-off distance
available
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FFAS Fixed foam application system s Second
FMS Fixed monitor system tonne 1000 kg
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ft. Foot TDPC Touchdown/positioning Circle

GNSS Global Navigation Satellite TDPM Touchdown/positioning marking
System
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HAPI Helicopter Approach Path Indicator TLOF Touchdown and lift-off area
HFM Helicopter Flight Manual TODAH Take-off distance available
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HLO Helicopter Landing Officer UCW Undercarriage width

HRO Heliport Radio Operator VASI Visual Approach Slope Indicator
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Hz Hertz VSS Visual Segment Surface

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kg Kilogramme km/h Kilometre per hour

kt Knot
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L Litre Symbols
lb. Pounds ° Degree
LDAH Landing Distance Available = Equals
L/min Litre per minute % Percentage
LOA Limited Obstacle Area ± plus or minus
LOS Limited Obstacle Sector
LP Luminescent Panel
m Meter
Map Missed approach point
MTOM Maximum take-off mass
NVIS Night Vision Imaging Systems

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 Chapter 1 – General

References

Compliance with this CAD will ensure compliance with MCAR 2016, MCAR
(AO) 2016 and conformance with the international standards of ICAO Annex
14, Volume II.

Civil Aviation Regulations 2016, Regulation 81 (2) states that “No person shall
take-off or land at any place unless the aerodrome is satisfactory to the pilot-
in-command, taking into account the physical characteristics of the place,
operating environment and performance of the aircraft.

This CAD ensures the HIC and helideck operators meet the minimum
requirements to determine the suitability of a helideck and its continued use
and certification.

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For land-based helicopter landing areas, reference should be made to CAD 14

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Vol II.

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The following references were used either wholly or partly, in the preparation
and compilation of this CAD 1406.

a) MCAR (AO) 2016

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b) CAP 437
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c) AMC-71
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Issue 01/Rev 00 CAD 1406 – HSR 1-6

 Chapter 2 – Helideck Design & Operations

2 Helideck Design & Operations

Note. — This CAD contains Standards that prescribe the physical characteristics
and obstacle limitation surfaces to be provided for at helideck, and certain facilities and
technical services normally provided at a helideck. It is not intended that these specifications
limit or regulate the operation of an aircraft.
When designing a helideck, the critical design helicopter, having the largest set of dimensions
and the greatest maximum take-off mass (MTOM) the helideck is intended to serve, would
need to be considered.
It is to be noted that provisions for helicopter flight operations are contained in CAD 6, Part III.

2.1 Helideck Operations Manual

The Helideck Operations Manual (could be Document or Guide or Procedures) is

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a fundamental requirement for the inspection, approval and certification of

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helideck.

The helideck owners/operator shall have an up-to-date Helideck Operations

Manual. LL
The Helideck Operations Manual is a fundamental requirement of the regulatory
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process. It shall contain all the pertinent information concerning helideck landing
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area, facilities, services, equipment, operating procedures, organisation,

standards, helideck limitations, conditions and the levels of services, emergency
response and management including Safety Management System. The
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information presented in the Helideck Operations Manual shall demonstrate that

the helideck conforms to regulation and that there are no apparent shortcomings
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that would adversely affect the safety of aircraft operations.

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Refer to Appendix 2 of this CAD for guidance on the Helideck Operations Manual
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contents.
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2.2 Helideck Limitation List (HLL)

The criteria for the design and placement of offshore helidecks 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 or
restriction is placed in the HLL. These entries are usually specific to particular
combinations of wind speed and direction, either restrict helicopter mass
(payload), operations suspension in certain conditions or as information.

The HLL 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 or non-compliances are present. On poorly designed
helidecks, severe operational restrictions may result, leading to significant payload
penalties for an installation operator or vessel owner. Well designed and

Issue 01/Rev 00 CAD 1406 – HSR 2-1

 Chapter 2 – Helideck Design & Operations
‘helicopter friendly’ platform topsides and helidecks shall result in efficient and
cost-effective operations for the installation operator.

HLL shall be documented as part of Helideck Operation Manual (HOM). It shall

contain helideck name, single issuance date or the subsequent review date;
statement of the non-compliances and the relevant mitigations, limitations or
restrictions. The initial issuance and revisions shall be summited to CAAM for
assessment and approval.

Safety Risk Assessment (SRA) shall be carried out for the determination of
hazards and the associated mitigations. The mitigations shall be in place, prior to
insertion into the HLL. For helideck without assigned or specific Helicopter Service
Provider (HSP) operations, the SRA shall be conducted by the helideck operator
and assisted by the helideck inspectors. Any weight penalty or flight restriction
shall be in general until reviewed by the HSP operating at the helideck.

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Note. – Refer to CAD 19 – Safety Management System and CAGM 1404 –
Guidance for safety Assessments for aerodromes for guidance on SRA.

HLL could be permanent or temporary in nature. Temporary HLL shall be issued

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with expiry date. The expiry date shall be as the rectification target date and the
non-compliance shall be rectified within the stipulated date. The helideck shall be
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deemed not fit for purpose when the HLL expired without rectification of the non-
compliance or removal of the adverse environment hazard.
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HLL is the responsibility of Helideck Owner/Operator. It has to be issued, reviewed

and distributed to HSP whenever there was change to the content, or any
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temporary HLL has lapsed.

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The updated list of HLL shall include but not limited to items can be referred to
CAAM website www.caam.gov.my.
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2.3 Helicopter Performance Consideration

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General Considerations

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.

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.

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 Chapter 2 – Helideck Design & Operations

Safety philosophy

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.

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.

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

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the actual all-up mass; ambient temperature; pressure altitude; effective wind

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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
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to in paragraph 2.3.2.2. These factors are considered in the determination of
specific and general limitations which may be imposed in order to ensure
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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,
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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,
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where exposure periods would otherwise be unacceptably long, it will probably

be necessary to reduce helicopter mass (and therefore payload) or even to
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suspend flying operations.

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2.4 Helideck Design

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General requirements
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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).

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 Chapter 2 – Helideck Design & Operations
The criteria which follow are based on helicopter overall length and mass.
(Refer ICAO Doc 9261)

Structural Design

The helicopter landing area and any parking area provided should be of
sufficient size and strength and laid out so as to accommodate the heaviest and
largest helicopter requiring to use the facility (referred to as the design
helicopter). The structure should incorporate a load bearing area designed to
resist dynamic loads without disproportionate consequences from the impact of
an emergency landing anywhere within the area bounded by the TLOF
perimeter markings. Consideration should be given to the possibility of
accommodating an unserviceable helicopter in a parking area (where provided)
adjacent to the helideck to allow a relief helicopter to land.

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Note — If the contingency is designed into the construction and operating

ED
philosophy of the installation or vessel, the helicopter operator should be
advised of any mass restrictions imposed on a relief helicopter due to the
presence of an unserviceable helicopter; whether elsewhere on the landing
area or removed to a parking area, where present.
LL
The helicopter landing area and its supporting structure should be fabricated
O
from steel, aluminium alloy or other suitable materials designed and fabricated
to applicable standards. Where differing materials are to be used in near
TR

contact, the detailing of the connections should be such as to avoid the

incidence of galvanic corrosion.
N

Both the ultimate limit states (ULS) and the serviceability limit states (SLS)
should be assessed. The structure should be designed for the SLS and ULS
O

conditions appropriate to the structural component being considered as follows:

C

a) for deck plate and stiffeners

N

1) ULS under all conditions;

2) SLS for permanent deflection following an emergency landing
-U

b) for helicopter landing area supporting structure

1) ULS under all conditions;
2) SLS

The supporting structure, deck plates and stringers should be designed to resist
the effects of local wheel or skid actions acting in combination with other
permanent, variable and environmental actions. Helicopters should be
assumed to be located within the TLOF perimeter markings in such positions
that maximise the internal forces in the component being considered. Deck
plates and stiffeners should be designed to limit the permanent deflection
(deformation) under helicopter emergency landing actions to no more than
2.5% of the clear width of the plates between supports. Webs of stiffeners

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 Chapter 2 – Helideck Design & Operations
should be assessed locally under wheels or skids and at the supports, so as
not to fail under landing gear actions due to emergency landings. Tubular
structural components forming part of the supporting structure should be
checked for vortex-induced vibrations due to wind.
Note — For the purposes of the following sections it may be assumed that
single main rotor helicopters will land on the wheel or wheels of two landing
gear or on both skids, where skid fitted helicopters are in use. The resulting
loads should be distributed between two main undercarriages. Where
advantageous a tyre contact area may be assumed within the manufacturer’s
specification

Loads

Helicopters Landing Situation

-
2.4.3.1.1 The helideck shall be designed to withstand all the forces likely to act when

ED
a helicopter land. The loads and load combinations to be considered shall
include:

a)
LL
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. This shall be
O
treated as an imposed load, applied together with the combined effect
of a) to g) in any position on the landing area so as to produce the most
TR

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 b) to g) inclusive.
N

Normally, the emergency landing case will govern the design of the
O

structure.
C

b) Sympathetic response of landing platform. After considering the

design of the helideck structure’s supporting beams and columns and
N

the characteristics of the designated helicopter, the dynamic load (see

a) above) shall be increased by a suitable structural response factor
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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.

c) 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/𝑚𝑚2 ) shall be added over the
whole area of the helideck.

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 Chapter 2 – Helideck Design & Operations
d) 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.

e) Dead load of structural members. This is the normal gravity load on

the element being considered.

f) Environmental actions on the helideck

1) Wind actions on the helideck structure should be applied in the

direction, which together with the horizontal impact actions,
produce the most severe load case for the component considered.
The wind speed to be considered should be that restricting normal

-
ED
(non-emergency) helicopter operations at the landing area. Any
vertical up and down action on the helideck structure due to the
passage of wind over and under the helideck should be considered.

2)
LL
Inertial actions due to platform motions – the effect of accelerations
and dynamic amplification arising from the predicted motions of the
fixed or floating platform in a storm condition with a 10-year return
O
period should be considered.
TR

g) 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-
N

year return period shall be considered.

O

h) Punching shear check (applicable to wooden or concrete

structures). A check shall be made for the punching shear from a wheel
C

of the landing gear with a contact area of 65 x 103 mm2 acting in any
N

probable location. Particular attention to detailing shall be taken at the

junction of the supports and the platform deck.
-U

Helicopters at Rest Situation

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

a) 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.

b) Overall superimposed load. To allow for personnel, freight, refuelling

equipment and other traffic, snow and ice, rotor downwash etc., an

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 Chapter 2 – Helideck Design & Operations

allowance of 2.0 kiloNewtons per square metre (kN/𝑚𝑚2 ) shall be added

to the whole area of the helideck.

c) Dead load and wind load. The values for these loads are the same as
given in paragraph 2.4.3.1.1 e) and f) and shall be considered to act
simultaneously in combination with paragraph 2.4.3.2.1 a) and b).
Consideration shall also be given to the additional wind loading from any
parked or secured helicopter.

1) 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.

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Environmental Effects

ED
Note. — In the following sections the term “helideck” is used throughout to denote
a heliport on a fixed or floating facility such as an exploration and/or production
unit used for the exploitation of oil and gas. Where helidecks are located on ships

LL
it will be for the designer to assess whether each aspect of design is appropriate
for the “shipboard helidecks” under consideration. A stand-alone section (provision
2.4.4.5) is provided to address special considerations for floating facilities and
O
ships which have particular applicability to all shipboard helidecks as well as to
helidecks located on floating off-shore facilities
TR

General Design Considerations

N

2.4.4.1.1 The location of a helideck is often a compromise between the conflicting

demands of the basic design requirements, the space limitations on often
O

cramped topsides of off-shore facilities and the need for the facility to provide
for a variety of functions. It is almost inevitable that helidecks installed on
C

cramped topsides of off-shore structures will suffer to some degree from their
N

proximity to tall and bulky structures, and to gas turbine exhausts or flares.
The objective for designers becomes to create topside designs incorporating
-U

helidecks that are safe and ‘friendly’ to helicopter operations by minimising

adverse environmental effects (mainly aerodynamic, thermal and wave
motion) which can affect helicopter operability.
Note. — Where statutory design parameters cannot be fully met it may be
necessary for restrictions or limitations to be imposed upon helicopter
operations which could, in severe cases, lead to a loss of payload when the
wind is blowing through a turbulent sector.

2.4.4.1.2 Helidecks are basically flat plates and so are relatively streamlined
structures. In isolation they would present little disturbance to the wind flow,
and helicopters would be able to operate safely to them in a more or less
undisturbed airflow environment. Difficulties may arise however, when the
wind has to deviate around the bulk of the off-shore installation causing large
areas of flow distortion and turbulent wakes and/or because the producing

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 Chapter 2 – Helideck Design & Operations
facility itself is a source of hot or cold gas emissions. The effects fall into
three main categories:

a) The flow around the bulk of the off-shore facility. Platforms in particular
are slab-sided, non-streamlined assemblies (bluff bodies) which create
regions of highly distorted and disturbed airflow in the vicinity

b) The flow around large items of superstructure such as cranes, drilling

derricks and exhaust stacks, generates turbulence that can affect
helicopter operations (provision 2.4.4.2). Like the platform itself, these
are bluff bodies which encourage turbulent wake flows to form behind
the bodies

c) Hot gas flows emanating from exhaust outlets and flare systems
(provision 2.4.4.3) and/or cold faring (provision 2.4.4.4).

-
2.4.4.1.3 For a helideck on a fixed or floating off-shore facility it should ideally be

ED
located at or above the highest point of the main structure. This will minimise
the occurrence of turbulence downwind of adjacent structures. However,
whilst this is a desirable feature it should be appreciated that in many parts
LL
of the world, for a helideck much in excess of 60m above sea level the
regularity of helicopter operations may be impacted by low cloud base
O
conditions. Conversely low elevation helidecks may also adversely affect
helicopter operations where one-engine inoperative (dropdown)
TR

performance is an operational requirement for CAAM i.e. due to the

insufficient drop-down between the landing area and the sea surface.
Consequently, a trade-off may need to be struck between the height of the
N

helideck above surrounding structures and its absolute height above mean
sea level (AMSL).
O

2.4.4.1.4 A key driver for the location of the helideck is the need to provide a generous
C

sector clear of physical obstructions for the approaching/departing

N

helicopters and also sufficient vertical clearance for multi-engine helicopters

to lose altitude after take-off in the event of an engine failure. This will entail
-U

a design incorporating a minimum 210-degree obstacle free sector with a

falling gradient below the landing area over at least 180 degrees of this arc
(provision 2.6). From an aerodynamic point of view the helideck should be
as far away as possible from the disturbed wind flow around the platform
and in order to achieve this, in addition to providing the requisite obstruction
free areas described above, it is recommended that the helideck be located
on the corner of the facility with as large an overhang as possible.

2.4.4.1.5 In combination with locating the helideck at an appropriate elevation and,

providing a vital air gap (provision 2.4.4.1.8), the overhang will encourage
the disturbed airflow to pass under the helideck leaving a relatively clean
‘horizontal’ airflow above the deck. It is recommended that the overhang
should be such that the centre of the helideck is vertically above or outboard
of the corner of the facility’s superstructure.

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 Chapter 2 – Helideck Design & Operations
2.4.4.1.6 When determining a preference for which corner of the facility the helideck
should overhang, a number of considerations should be evaluated which are
listed as follows:

a) The helideck location should facilitate a direct approach whenever

possible;

b) The helideck location should provide for a clear overshoot;

c) The helideck location should minimise the need for sideways or

backwards manoeuvring;

d) The helideck location should minimise the environmental impact due to

turbulence, thermal effects etc.;

e) The helideck location should allow, wherever possible, an approach to

be conducted by the commander of the helicopter.

-
ED
2.4.4.1.7 The relative weighting between these considerations will change depending
on factors such as wind speed. However, generally the helideck should be
located such that winds from prevailing directions carry turbulent wakes and
LL
exhaust plumes away from the helicopter approach path. To assess if this is
likely to be the case, for fixed facilities, it will usually be necessary for
O
designers to overlay the prevailing wind direction sectors over the centre of
the helideck to establish prevailing wind directions and wind speed
TR

combinations and to assess the likely impact on helicopter operations for a

helideck if sited at a particular location.
N

2.4.4.1.8 The height of the helideck above mean sea level (AMSL) and the presence
of an air gap between the helicopter landing area and a supporting module
O

are the most important factors in determining wind flow characteristics in the
helideck environment. In combination with an appropriate overhang, an air
C

gap separating the helideck from superstructure beneath it will promote

N

beneficial wind flow over the landing area. If no air gap is provided then wind
conditions immediately above the landing area are likely to be severe,
-U

particularly if mounted on top of a large multi-storey accommodation block

— it is the distortion of the wind flow that is the cause. However, by building
in an air gap, typically of between 3m and 6m, this has the effect of
‘smoothing out’ distortions in the airflow immediately above the helideck.
Helidecks mounted on very tall accommodation blocks will require the
largest clearance (typically 5-6m) while those on smaller blocks, and with a
very large overhang, will tend to require smaller clearances (typically 3-4m).
For shallow super-structures of three storeys or less, such as are often found
on semi-submersible drilling facilities, a 1m air gap may be sufficient; but
there is scope to increase the air gap as long as the size and presence of a
more generous air gap does not have an adverse effect on the stability of a
floating facility or the sea-keeping qualities of a ship.

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 Chapter 2 – Helideck Design & Operations
Note — To avoid wave loading on the helideck, the air gap required by
2.4.4.1.8 is also provided to clear the maximum wave height that might be
encountered during transportation and for operational conditions. For a
shipboard helideck mounted on the deck of a floating vessel, the maximum
vertical displacement due to vessel motion should also be considered.

2.4.4.1.9 It is important that the air gap is preserved throughout the operational life of
the facility, and care is taken to ensure that the gap between the underside
of the helideck structure and the super-structure beneath does not become
a storage area for bulky items that might otherwise hinder the free-flow of air
through the gap.

2.4.4.1.10 Where it is likely that necessary limitations and/or restrictions would have a
significant effect on helideck operability, being caused by issues that cannot
easily be ‘designed out’, an option may exist for providing a second helideck

-
which could be made available when the wind is blowing through the

ED
restricted sector for the primary helideck.

Effects of Structured-Induced Turbulence

2.4.4.2.1 LL
It is almost inevitable that helidecks installed on cramped topsides of off-
shore structures will suffer to some degree from their proximity to tall and
O
bulky structures such as drilling derricks, flare towers, cranes or gas turbine
exhausts stacks; it is often impractical to site the helideck above every tall
TR

structure. So, any tall structure above and/or in the vicinity of the helideck
may generate areas of turbulence or sheared flow downwind of the
obstruction; and so potentially pose a hazard to the helicopter. The severity
N

of the disturbance will be greater the bluffer the shape and the broader the
O

obstruction to the flow. The effect reduces with increasing distance

downwind from the source of turbulence.
C

2.4.4.2.2 An assessment of the optimum helideck position should also consider the
N

location and configuration of drilling derricks, which can vary in relative

-U

location during the field life. A fully clad derrick, being a tall and solid
structure, may generate significant wake downwind of the obstacle. As the
flow properties of the wake will be unstable, if the helideck is located
downwind of a clad derrick it is likely to be subject to large and random
variations in wind speed and direction. As a guide on wake decay from bluff
bodies it should be assumed that the wake effects will not fully decay for a
downwind distance of some 10-20 structure widths (for a 10m wide clad
derrick this corresponds to a decay distance of between 100-200m).
Consequently, it is preferable that a helideck is not placed closer than 10
structure widths from a clad derrick.

2.4.4.2.3 However, few off-shore facilities will be large enough to facilitate such
clearances in their design and any specification for a clad derrick has
potential to result in operational limitations being applied when the derrick is

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 Chapter 2 – Helideck Design & Operations
upwind of the helideck. In contrast, unclad derricks are relatively porous and
whilst a wake still exists, it will be of a much higher frequency and smaller
scale due to the flow being broken up by the lattice element of the structure.
Consequently, a helideck can be safely located closer to an unclad derrick
than to its clad equivalent. As a rule of thumb separations of at least 5 derrick
widths at helideck height should be the design objective. Separations of
significantly less than 5 structure widths, may lead to the imposition of
operating restrictions in certain wind conditions.

2.4.4.2.4 Gas turbine and other exhausts, whether or not operating, may present a
further source of structure-induced turbulence by forming a physical
blockage to the air flow over the helideck and creating a turbulent wake (as
well as presenting a potential hazard due to the hot exhaust). As a rule of
thumb, to mitigate physical turbulence effects at the helideck, it is
recommended that a minimum of 10 structure widths ideally be established

-
ED
between the obstruction and the helideck.

2.4.4.2.5 Other potential sources of turbulence may be present on off-shore facilities

which could give rise to turbulence effects for example, large structures in
LL
close proximity to the helideck or a lay-down area in the vicinity of the
helideck. In the latter case, bulky or tall items placed in lay-down areas close
O
to the helideck could present a source of turbulence, and being only of a
temporary nature, their presence may increase the hazard, since pilots
TR

otherwise familiar with a particular facility would not be expecting turbulence

if the source is a temporary obstruction. Ideally, a platform design should
seek to ensure that any proposed lay-down areas are significantly below
N

helideck level and/or are sufficiently remote from the helideck so as not to
O

present a problem for helicopter operations.

C

Temperature Rise Due to Hot Exhausts

N

2.4.4.3.1 Increases in ambient temperature at the helideck are a potential hazard to

helicopters as increased temperatures result in less rotor lift and less engine
-U

power margin. Rapid temperature changes are a significant hazard, as the

rate of change of temperature in the plume has potential to cause engine
compressor surge or stall (often associated with an audible ‘pop’), which can
result in loss of engine power, damage to engines and/or helicopter
components and, ultimately, engine flame-out. It is therefore extremely
important that helicopters avoid these conditions by ensuring occurrence of
higher than ambient conditions are foreseen and mapped, and, where
necessary, that steps are taken to reduce payload to maintain an appropriate
performance margin.

2.4.4.3.2 Gas turbine power generation systems are often a significant source of hot
exhaust gases on fixed off-shore facilities, while diesel propulsion or
auxiliary power system exhausts occurring on some floating off-shore
facilities may also need to be considered. For certain wind directions the hot

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 Chapter 2 – Helideck Design & Operations
gas plumes from the exhausts will be carried by the wind directly across the
helideck. The hot gas plume then mixes with the ambient air to increase the
size of the plume, at the same time reducing its temperature by dilution.

2.4.4.3.3 Appropriate modelling designed to evaluate likely temperature rise would

indicate that for gas turbine exhausts, with not untypical release
temperatures up to 500°C and flow rates of between 50-100kg/s, the
minimum range at which the temperature rise in the plume drops to 2°C
above ambient temperature would be in the range of 130-190m downwind
of the source. Even where gas turbine generation systems incorporate waste
heat recovery systems, resulting in lower gas temperatures of about 250°C,
with the same flow rate assumptions the minimum distance before the
temperature rise in the plume drops to 2°C above ambient is still in the range
of 90-130m downwind of the source.

-
ED
2.4.4.3.4 In consideration of 2.4.4.3.3, except for the very largest off-shore facilities, it
implies regardless of design there will always be a wind condition where
temperature rise above the helideck exceeds the 2°C threshold.
Consequently, it may be impossible to design a helideck that is compliant
LL
with these criteria for all conditions. The design aim then becomes one of
minimising the occurrence of high temperatures over the helideck rather
O
than necessarily eliminating them completely. This can be achieved by
ensuring that the facility layout and alignment directions are such that these
TR

conditions are only experienced rarely.

2.4.4.3.5 If it is necessary to locate power generation modules and exhausts close to

N

the helideck, then this can be an acceptable location provided that the stacks
are high enough to direct the exhaust gas plume clear of arriving/departing
O

helicopters. It is also important to ensure that the design of the stacks does
C

not compromise helideck obstacle protection surfaces or are so wide as to

present a source of structure-induced turbulence.
N

2.4.4.3.6 The helideck should be located so that winds from the prevailing wind
-U

direction(s) carry the plume away from the helicopter approach/departure

paths. To minimise the effects for other wind directions, the exhausts should
be sufficiently high to ensure that the plumes are above all the likely
helicopter approach/departure paths. To achieve this, it is recommended
that exhaust outlets are no less than 20-30m above the helideck. The
provision of downward-facing exhausts that initially direct hot exhaust gases
towards the sea should be avoided as experience has shown that hot plumes
can rise from the sea surface and disperse in an unpredictable way,
particularly in light and variable wind conditions.

2.4.4.3.7 In situations where it is difficult or impractical to reduce the potential

interaction between the helicopter and the turbine exhaust plume to a
sufficiently low level, consideration should be given to installing a gas turbine
exhaust plume visualisation system on facilities having a significant gas

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 Chapter 2 – Helideck Design & Operations
turbine exhaust plume problem, in order to highlight the hazard to pilots
when operating by day, so minimising the potential effect of the plume by
making it easier to see and avoid a plume encounter.

2.4.4.3.8 Helicopter performance may also be significantly impaired as a result of the

combined radiated and convection heat effects from flare plumes under
certain wind conditions. In moderate or strong winds, the radiated heat from
a lit flare is rapidly dissipated and usually presents little problem for the
helicopter, provided flight through the flare plume is avoided. However, in
calm or light wind conditions, potential changes in air temperature in the
vicinity of the helideck could be much greater and so have a marked effect
on the performance of the helicopter. Therefore, designers should exercise
great care in the location and elevation of flare towers in relation to helicopter
operations.

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Cold Flaring and Rapid Blow-Down Systems

ED
2.4.4.4.1 Hydrocarbon gas can be released as a result of the production process on
the installation or from drilling facilities at various times. It is important to
LL
ensure that a helicopter does not fly into a cloud of hydrocarbon gas because
even relatively low levels of concentration (typically above 10% lower
O
flammable limit [LFL]) can cause a helicopter engine to surge or flame-out
with a consequent risk to the helicopter. Also, in these conditions, the
TR

helicopter poses a risk to the off-shore facility because it is a potential ignition

source for any hydrocarbon gas that may be present in the atmosphere.
Consideration therefore needs to be given to ensuring that gas release
N

points are as remote as possible from the helideck and from the helicopter
flight path and that, in the event of any unforeseen gas release occurring
O

during helicopter operations, the pilot of a helicopter is given sufficient

C

warning so that, if necessary, he can break off his approach to the helideck.
Planned gas releases should only occur when helicopters are not in the area.
N

2.4.4.4.2 The blow-down system on a production facility depressurises the process

-U

system releasing hydrocarbon gas. It will normally be designed to reduce

the pressure down to half its operating value in about 15 minutes. However,
for a large facility this could feasibly require the release of 50 tonnes of gas,
or more. Once down to the target pressure, in 15 minutes or less, the
remainder of the gas will continue to be released from the system. A blow-
down may be automatically triggered by the detection of a dangerous
condition in the process or alternatively manually triggered.

2.4.4.4.3 The blow-down system should have venting points that are as remote as
possible from the helideck, and for prevailing winds, are downwind of the
helideck. It is not uncommon to have this vent on the flare boom, and this
will normally be a good location. However, it should be borne in mind that
dilution of the gas to acceptably low levels of concentration (to <10% LFL)
may not occur until the plume is a considerable distance from the venting

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 Chapter 2 – Helideck Design & Operations
point. This distance may be anywhere between 200m and 500m depending
on the size of the vent, the rate of venting and the prevailing wind speed.

2.4.4.4.4 Drilling facilities often have ‘poor-boy degassers’ which are used to release
gas while circulating a well, but, except for a sudden major crisis such as a
blow-out on a drilling facility, are unlikely to release significant quantities of
gas without warning. As with production facilities, it is not likely to be possible
to locate the helideck sufficiently distant from the potential source of gas to
always guarantee low levels of concentration at the helideck or in the
helicopter flight path, and so the drilling facility may need to curtail helicopter
flights when well circulation activity is going on, or when problems are
experienced down the well.

Special Conditions for Floating Facilities and Ships

-
2.4.4.5.1 As well as experiencing the aerodynamic effects and potential hazards

ED
highlighted, floating installations and ships experience dynamic motions due
to ocean waves. These motions are a potential hazard to helicopter
operations, and motion limits for executing a safe landing will need to be
LL
established in order to avoid unsafe conditions. The recording and reporting
of deck motions for the safe landing of helicopters is discussed in more detail
O
in provision 2.15.
TR

2.4.4.5.2 The setting of helideck performance/motion limitations due to floating

installation and ship dynamic motions is usually the responsibility of the
helicopter operator and will be influenced by the type of facility or ship to
N

which they are operating, the types of helicopters being operated, the
operating conditions (e.g. whether day or night) and the location of the
O

helideck (a helicopter operator may, for example, discuss landing limits with
the Ship’s Master). Limitations typically apply both to vertical linear motions
C

in heave and to angular motions expressed as pitch and roll. Some operators
N

may consider additional parameters such as helideck inclination.

-U

2.4.4.5.3 The angle of pitch and roll is the same for all points on a facility or ship but
the amount of heave, sway or surge motion experienced will vary
considerably depending on the precise location of the helideck. The severity
of helideck motions will depend on:

a) The wave environment

b) The size of the floating facility or ship (a smaller facility/ship generally

tends to exhibit larger and faster wave induced motions than a large
facility/ship where the Response Amplitude Operator (RAO) is lower)

c) The characteristics of the floating facility or ship (certain hull forms

exhibit larger wave induced motions than others, or are sensitive to
particular sea conditions)

d) Whether the floating facility or ship is moored, underway or under tow

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 Chapter 2 – Helideck Design & Operations
e) The location of the helideck on a ship (vertical motions tend to be greater
at the bow or stern of a ship than at the amidships location, and sway
motions due to roll tend to increase with helideck height)

2.4.4.5.4 Sea states are usually characterised in terms of a significant wave height,
an associated wave period and a wave energy spectrum. The motions of a
ship or floating facility generally become larger as the significant wave height
and period increase, but can be especially severe at certain wave periods
(e.g. at natural roll or pitch periods) and may be sensitive to the range in
frequency content of the wave spectrum experienced. The motion
characteristics of a floating facility or ship may be reliably predicted by
recourse to well-established computer models or to physical model testing.
Helideck downtime will occur whenever the motions of the floating facility or
ship exceed the derived criteria.

-
ED
2.4.4.5.5 The operability of a helicopter landing area depends on its location on a
floating facility or ship, both longitudinally and transversely. For ships and
ship-shaped floating facilities, such as FPSOs, the pitching motion is such
that the vertical heave motion experienced at the helideck on the bow or
LL
stern will generally be much greater than if the helideck is located amidships.
Bow mounted helidecks can be particularly vulnerable to damage from green
O
seas spilling over the superstructure of the ship, unless mounted high above
deck level. Helidecks located off the vessel centreline, and cantilevered over
TR

the side (which usually provides the benefit of an unobstructed falling

gradient over at least 180 degrees) may experience downtime due to heave
motions caused by roll; although generally downtime for a helideck located
N

amidships will be less than for a helideck located at the bow or stern of a
O

ship or ship-shaped facility.

Note 1 — The location of the helideck particularly on drilling facilities is
C

generally determined by factors other than the need to minimise heave

motions, and it maybe that the central area of an FPSO or drillship, for
N

example, is otherwise occupied by processing or drilling equipment. A

-U

helideck located at the bow or stern may be more accessible to the

temporary refuge and/or accommodation on board the facility which is
another factor to consider particularly where the helideck is designated to be
a primary means of escape in the event of an incident occurring.
Note 2 — Some thrusters-assisted FPSOs and dynamically positioned
facilities or ships have the ability to turn to a desired heading which can be
used operationally to minimise helideck downtime due to wave motions and
aerodynamic effects. Where dynamic positioning (DP) systems are used to
maintain heading control, it is important to ensure that the heading control
system has adequate integrity (operability and redundancy) to maintain
heading control at all times during helicopter operations.

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 Chapter 2 – Helideck Design & Operations
Environmental Criteria

2.4.4.6.1 The design criteria given in the following paragraphs represent the current
best information available and may be applied to new fixed or floating
facilities or ships, and to significant modifications to existing facilities or ships
and/or where operational experience has highlighted potential issues. When
considering the volume of airspace to which the following criteria apply,
designers should 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 Point). This is considered
to be a height above the helideck corresponding to 9.14m (30 feet) plus
wheels-to-rotor height plus one rotor diameter. For the Sikorsky S92, for
example, this equates to a column of air approximately 31m (or 102 feet)
above helideck surface level. The formula is clearly type specific being
predicated on two of the dimensional aspects of the design helicopter which

-
ED
are specific to type.

2.4.4.6.2 As a general rule, in respect to turbulence, a limit on the standard deviation

of the vertical airflow velocity of 1.75m/s should not be exceeded. Where
LL
these criteria are significantly exceeded (i.e. where the limit exceeds
2.4m/s), there is the possibility that operational restrictions will be necessary.
O
Fixed or floating facilities or ships where there is a likelihood of exceeding
the criteria should be subjected to appropriate testing e.g. a scale model in
TR

a wind tunnel or by Computational Fluid Dynamics (CFD) analysis, to

establish the wind environment in which helicopters will be expected to
operate.
N

2.4.4.6.3 Unless there are no significant heat sources on the facility or ship, designers
O

should commission a survey of ambient temperature rise based on a

C

Gaussian Dispersion model and supported by wind tunnel testing or CFD

analysis. Where the results of such modelling and/or testing indicate there
N

may be a rise of air temperature of more than 2 degrees Celsius averaged

over a 3-second time interval, there is the possibility that operational
-U

limitations and/or restrictions may need to be applied.

2.4.4.6.4 For permanent multiple platform configurations, normally consisting of two

or more bridge-linked modules in close proximity to each other, the
environmental effects of hazards emanating from all constituent modules
should 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 which carries any exhaust plumes from a bridge-linked module in
the direction of the helideck.

2.4.4.6.5 For temporary combined operations where typically one or more mobile
facilities and/or ships are operated in close proximity to another (usually
fixed) facility, the environmental effects emanating from one facility or ship

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 Chapter 2 – Helideck Design & Operations
should be fully considered for all facilities located together in temporary
combined operations.

Helideck Access Points

General

2.4.5.1.1 Helideck access points shall be located at two or preferably three locations
around the landing area to give passengers embarking or disembarking
direct access to and from the helicopter without a need to pass around the
tail rotor or under the main rotor of those helicopters with a low main rotor
profile. The need to preserve, as far as possible, an unobstructed falling
gradient over at least 180° should be carefully weighed against the size and
design of the access platform in needing to accommodate vital helideck
safety equipment (e.g. fire-fighting equipment) plus access stairs and

-
signage so that any infringement to the falling gradient is the smallest

ED
possible, and preferably not at all.

2.4.5.1.2 When deciding the normal access and emergency escape routes to and from
LL
the helideck, a safe and efficient route should be provided for passengers
between the helideck and arrival / departure areas.
O
2.4.5.1.3 The helideck normal access and emergency escape routes design analysis
TR

should consider the following:

a) Limiting the steepness of access-ways to assist safe personnel passage

N

b) Providing the most direct route for the primary access from the helideck
O

c) Being able to secure the helideck properly from unauthorised or

inadvertent access during helideck operations, etc.
C

d) Provision of efficient passenger controls

N

e) Sufficient space for, and ease of laying fire hoses

-U

f) Easy and unrestricted access to rescue equipment

g) Easy stretcher access

h) Easy access for freight handling

i) Easy access for baggage handling

j) Separation of passenger movement from refuelling operations

k) Provision of good clearances from helicopter tail rotor position for deck
crew and passengers

l) The need to accommodate aircraft positioning in various wind directions

Emergency access points

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 Chapter 2 – Helideck Design & Operations
2.4.5.2.1 There shall be a minimum of two primary access points from the helideck,
preferably three.

2.4.5.2.2 Access points shall be of a suitable size to enable quick and efficient
movement of the maximum number of personnel who may require to use
them, and to facilitate easy manoeuvring of fire-fighting equipment and use
of stretchers.

2.4.5.2.3 Typical minimum requirement for dimensions for width of access points
would be 1.2m for main escape routes and 0.7m for secondary escape
routes, with consideration given to areas for manoeuvring a stretcher.

2.4.5.2.4 Access points should be at least 90-degrees to each other; they shall not be
sited together.
Note - Preferred option is for access points to be positioned opposite each

-
ED
other.

2.4.5.2.5 Access points shall consider fire monitor positioning and the likely effect of
water blast impeding passenger escape.

2.4.5.2.6
LL
Access points shall be positioned so as not to impede rescue operations.
O
2.4.5.2.7 Fire-fighting equipment and rescue equipment should be positioned close to
TR

exits.

2.4.5.2.8 Where foam monitors are selected for fire-fighting and collocated on an
access platform, care should be taken to ensure that the presence of a
N

monitor does not impede or cause injury to escaping personnel due to the
O

operation of the monitor in an emergency situation.

C

2.4.5.2.9 Access points should be designed to direct passengers immediately away

from the helicopter, in particular the tail rotor area.
N

2.4.5.2.10 Access points shall provide easy access and quick arrival at a place of safety
-U

below helideck level.

2.4.5.2.11 Fire-fighters and helideck crew escape from fixed monitor platforms should
access to the fire-fighting pumping switch.

2.4.5.2.12 Vessels with helidecks on the foredeck may be unable to provide a tertiary
escape other than via a hatch system to below deck. The designer should
provide alternative options for the tertiary access points, should a stricken
helicopter hinder the use of the hatchway.

2.4.5.2.13 Vessels with foredeck helidecks will sometimes offer a very good access
points to protected areas behind the bridge. The designer should take
advantage of this option.

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 Chapter 2 – Helideck Design & Operations
2.4.5.2.14 Where handrails associated with helideck access/escape points exceed the
limitations outlined in 2.5.1.14, 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.

2.4.5.2.15 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.

2.5 Helideck Physical Characteristic

Note 1. – In respect to D and D-value referenced in the following sections, it should
be noted that this corresponds to the largest overall dimension of a single main rotor
helicopter when rotors are turning, being measured, and expressed in metres, from
the most forward position of the main rotor tip path plane to the most rearward position

-
ED
of the tail rotor tip path plane or the helicopter structure.
Note 2. – Were the 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

LL
deviations from these criteria. Helicopter operators are to be notified of any
restrictions through the Helideck Limitations List (HLL).
Note 3. – For helidecks that have a 1 D or larger FATO it is presumed that the FATO
O
and the TLOF will always occupy the same space and have the same load bearing
characteristics so as to be coincidental.
TR

Note 4. – For helidecks that are less than 1 D, the reduction in size is only applied to
the TLOF which is a load bearing area. In this case, the FATO remains at 1 D but the
N

portion extending beyond the TLOF perimeter need not be load bearing for
helicopters. The TLOF and the FATO may be assumed to be collocated but are not
O

coincidental.
C

Final Approach and Take-Off Areas (FATO) And Touchdown and Lift-Off
Areas (TLOF)
N

A helideck shall be provided with one FATO and one coincident or collocated
-U

TLOF.

A FATO may be any shape but shall be of sufficient size to contain an area
within which can be accommodated a circle of diameter of not less than 1 D of
the largest helicopter the helideck is intended to serve.

A TLOF may be any shape but shall be of sufficient size to contain:

a) for helicopters with an MTOM of more than 3,175 kg, an area within which
can be accommodated a circle of diameter not less than 1 D of the largest
helicopter the helideck is intended to serve; and

b) for helicopters with an MTOM of 3,175 kg or less, an area within which can
be accommodated a circle of diameter not less than 0.83 D of the largest
helicopter the helideck is intended to serve.

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 Chapter 2 – Helideck Design & Operations
Note. – For helicopters with a MTOM of 3,175 kg or less, the TLOF should be
of sufficient size to contain an area within which can be accommodated a circle
of diameter of not less than 1 D of the largest helicopter the helideck is intended
to serve.

A helideck shall be arranged to ensure that a sufficient and unobstructed air-

gap is provided which encompasses the full dimensions of the FATO, provision
2.4.

The FATO should be located so as to avoid, as far as is practicable, the

influence of environmental effects, including turbulence, over the FATO, which
could have an adverse impact on helicopter operations, provision 2.4.

The TLOF shall be dynamic load-bearing.

The TLOF shall provide ground effect.

-
ED
No fixed object shall be permitted around the edge of the TLOF except for
frangible objects, which, because of their function, must be located thereon.

LL
For any TLOF 1D or greater and any TLOF designed for use by helicopters
having a D-value of greater than 16.0 m, objects installed in the obstacle free
O
sector whose function requires them to be located on the edge of the TLOF
shall not exceed a height of 25 cm.
TR

For new built helidecks completed on or after 10th November 2018 and for
refurbished helidecks, any TLOF 1D or greater and any TLOF designed for use
N

by helicopters having a D-value of greater than 16.0 m, objects installed in the

obstacle-free sector whose function requires them to be located on the edge of
O

the TLOF should be as low as possible and in any case not exceed a height of
15 cm.
C
N

For any TLOF designed for use by helicopters having a D-value of 16.0 m or
less, and any TLOF having dimensions of less than 1D, objects installed in the
-U

obstacle-free sector whose function requires them to be located on the edge of

the TLOF, shall not exceed a height of 5 cm.
Note. — Lighting that is mounted at a height of less than 25 cm is typically
assessed for adequacy of visual cues before and after installation.

Objects whose function requires them to be located within the TLOF (such as
lighting or nets) shall not exceed a height of 2.5 cm. Such objects shall only be
present if they do not represent a hazard to helicopters.
Note. — Examples of potential hazards include nets or raised fittings on the
deck that might induce dynamic rollover for helicopters equipped with skids.

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 Chapter 2 – Helideck Design & Operations
The surface of the TLOF shall be skid-resistant to both helicopters and persons
and be sloped to prevent pooling of water.

From any point on the periphery of the above mentioned D-circle an obstacle-
free approach and take-off sector should 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 should 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 should not do so by more than 25
centimetres. For new build helidecks completed on or after 10 November 2018

-
ED
and for refurbishments, the height of essential items around the helideck should
not exceed 15 cm for any helideck where the D-value is greater than 16.01 m.
For helidecks, where the D-value is 16.00 m or less the height of essential items

a) The guttering
LL
around the helideck should not exceed 5 cm. Essential items include:
O
b) The lighting required
TR

c) The foam monitors (where provided); and

d) Those handrails and other items (e.g. EXIT sign(s)) associated with the
N

landing area which are incapable of complete retraction or lowering for

helicopter operations
O

It is essential the TLOF provides sufficient space for the landing gear
C

configuration and sufficient surface area to promote helpful “ground cushion”

effect from rotor downwash. The area provided should also allow adequate
N

room for passengers and crew to alight or embark the helicopter and to transit
-U

to and from the operating area safely. In addition, space consideration needs
to be given to allow essential on-deck operations, such as baggage handling,
tying down the helicopter or helicopter refuelling, to occur safely and efficiently,
and, in the event of an incident or accident occurring, for rescue and fire-fighting
teams to always have good access to the landing area from an upwind location.

The design should allow for sufficient clearance from the main rotor and tail
rotor of the helicopter to essential objects permitted to be around the perimeter
of the TLOF, including obstacles that may be present in the limited obstacle
sector. It should be clearly understood that a FATO of 1D is the minimum
dimension sufficient for containment of the helicopter; in this case, where a
precise landing is completed, the main and tail rotors will a-but the edge of the
1D circle. For this reason, it is important that the yellow touchdown/positioning

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 Chapter 2 – Helideck Design & Operations
marking circle is accurately and clearly marked and is used by aircrew every
time for positioning the helicopter during the touchdown manoeuvre.

Sufficient margins to allow for touchdown/positioning inaccuracies as a result

of normal variations or handling difficulties, for example due to challenging
meteorological conditions, aerodynamic effects and/or dynamic motions due to
ocean waves, should be allowed for in the design. The helideck and environs
should provide adequate visual cues and references for aircrew to use
throughout the approach to touchdown manoeuvre from initial helideck location
and identification (acquisition) through final approach to hover and to landing.
In addition, adequate visual references should be available for the lift-off and
hover into forward flight.

In consequence of the considerations stated in provision 2.5.1.15 until 2.5.1.17

except where an Aeronautical Study is able to demonstrate otherwise, the

-
ED
minimum size for the new-build design of a TLOF for single main rotor
helicopters is deemed to be an area which can accommodate a circle whose
dimension is no less than 1.0x the overall length including rotors of the largest
helicopter that the helideck is intended to serve. For helicopters with a MTOM
LL
of 3175kg or less, it is permitted, on the basis of a risk assessment to shrink
the overall size of the TLOF so that it is less than 1D, but is not less than 0.83D.
O
A FATO of 1D provides full containment of the helicopter where touchdown
TR

markings are used correctly and precisely. For a helideck that has a dynamic
load bearing surface (TLOF) of less than 1D, elements of the helicopter will
inevitably extend beyond the edge of the TLOF. For this reason, the TLOF is
N

surrounded by a circle with a diameter of 1D — which is obstacle free with the

exception of the permitted obstacles. In essence this obstacle free area
O

represents the standard 1D FATO from which the limited obstacle sector
C

extends. To ensure obstacle clearance, it is important that the diameter of the

touchdown/positioning marking circle is 0.5 of the notional FATO (not of the
N

smaller landing surface (TLOF)) and is located at the centre of the FATO.
-U

2.6 Helideck Surface

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.

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 Chapter 2 – Helideck Design & Operations

Objects

Objects which due to their function are required to be located on the surface of
the TLOF, such as helideck nets and helideck touchdown marking lighting
systems, where provided, should not exceed a height above surface level prior
to installation of more than 2.5cm and may only be present if they do not
represent a hazard to helicopter operations. It should be appreciated that the
presence of raised fittings on a helideck has potential to induce dynamic roll
over for helicopters fitted with skids and extra care should be taken when
incorporating deck-mounted fittings to helidecks intended for use by skid-fitted
helicopters. As a consequence, because of the possible adverse effects of skid
tips becoming enmeshed in helideck surface netting, it is recommended that
skid fitted helicopters not operate to helidecks while a net is present. In addition,
because of the concerns of dynamic rollover, helicopters should only operate
to helidecks fitted with deck mounted touchdown marking lighting systems

-
ED
where the system components are suitably finished, and the installed height of
the system does not exceed 2.5cm. This would include proper arrangements
for the chamfering of components (e.g. panels) and the maintenance of suitable

LL
friction surface finishes for each element of the system.

Slopes
O
The surface of the landing area should be sloped to prevent the pooling of
TR

water. To this end the landing area should be provided with a suitable drainage
system capable of directing rainwater, seawater, fire-fighting media and fuel
spills away from the helideck to a safe place. To ensure adequate drainage of
N

a helideck located on a fixed facility, the surface of the helideck should be laid
to a fall or cambered to prevent any liquids accumulating on the landing area.
O

Such falls or cambers should be approximately 1:100 and should be designed

C

to drain liquids away from the main structure. A system of guttering, and/or
slightly raised kerb, should be provided around the perimeter of the TLOF to
N

prevent spilled fuel falling onto other parts of the facility whilst directing any
spillages to a safe storage or disposal area, which may include the sea surface
-U

(where permitted). The capacity of the drainage system should be adequate to

contain the maximum likely spillage of fuel on the helideck taking account the
design helicopter and its fuel capacity, typical fuel loads and uplifts. The design
of the drainage system should preclude blockage by debris. Any deflection of
the helideck surface, in service, due to static loads imposed by the helicopter
while stationary should not modify the surface to the extent that it encourages
pooled liquids to remain on the helideck.

Friction

The surface of the landing area should be prepared so as to be skid-resistant

to both helicopters and personnel using the TLOF. This entails that all essential
markings on the surface should have a coating of non-slip material.

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 Chapter 2 – Helideck Design & Operations
Note — It is recognised that some designs of aluminium helidecks have holes
in the topside construction for the purpose of the rapid drainage of fluids
including fuel spills which could occur, for example, if a helicopter’s fuel system
is ruptured by the impact of a crash. In these cases, particular care should be
taken to assess the qualities of skid-resistance prior to the helideck going into
service. In addition, it is also important to ensure that the pattern, and especially
the size of any holes, does not have a detrimental effect on helicopter
operations in-so-far as the surface arrangement should not promote the
breakdown of a helpful ground cushion beneath the helicopter to reduce
beneficial ground effect.

The helideck surface should be rendered so as to meet the minimum friction

coefficient.

The minimum average surface friction values that shall be achieved are detailed
in Table 1. The average surface friction values shall be confirmed using a test

-
ED
method acceptable to the CAAM – see provision 2.6.4.4 until 2.6.4.6.

Table 1 Friction Requirements

Section of Helideck

Inside TDPC
LL
Fixed Helideck

0.6
Mobile Helideck

0.65
O
TDPC and H painted markings 0.6 0.65
TR

Outside TDPC 0.5 0.5

Note. – Unless fixed to the sea bed (e.g. a jack-up on station), the helideck on
N

any installation requiring a helideck monitoring system shall be regarded as a

mobile (moving) helideck.
O

For flat helidecks with a micro-texture finish (e.g. non-slip paint or grit- blasted
C

finish), the helideck friction test method shall normally comprise the following:
N

a) a survey of the entire helideck surface in two orthogonal directions to a

-U

resolution of not less than 1m2;

b) use of a tester employing the braked wheel technique and a tyre made of
the same material as helicopter tyres;

c) testing in the wet condition using a tester that is capable of controlling the
wetness of the deck during testing, and;

d) use of a tester which provides electronic data collection, storage and

processing; and

e) Where TD/PM circle and ‘H’ lighting is installed, testing of the TD/PM circle
and ‘H’ painted markings is not required.

The helideck shall be re-tested annually, or when condition of the helideck

suggests more frequent testing is appropriate.

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 Chapter 2 – Helideck Design & Operations
For profiled helideck surfaces, typically constructed from extruded aluminium
planks, new helidecks 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:

a) use of a representative helicopter wheel and tyre with a tyre contact area
of at least 200 cm2;

b) 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;

c) testing in the wet condition;

d) 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

ED
four test conditions of RL, RT, NL and NT;

e) at least three test runs to be performed for each test condition;

f)
LL
the result for each test run shall be the average surface friction value for
the run, excluding the initial peak due to static friction;
O
g) the result for each test condition shall be the average of the (at least three)
test runs for that condition;
TR

h) the overall result for the helideck specimen shall be the lowest of the results
for the four conditions.
N

Full scale testing is not required provided that the helideck has been provided
O

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 provision
C

2.6.4.4. The friction tester readings shall not be scaled.

N

For the area outside the TDPC, an inadequate surface friction value (i.e. < 0.5)
-U

may be rectified by grit blasting or by applying a suitable non-slip paint coating.

For the area inside the TDPC (< 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.
Note. – refer to table 2 Helideck surface friction and wind limitation.

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 TDPC
is not achieved.

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 Chapter 2 – Helideck Design & Operations

Table 2 Helideck Surface Friction and Wind Limitation

MITIGATION
FRICTION Fixed Installation Mobile Installation
REMARKS
LEVELS Inside Outside Inside Outside
TDPC TDPC TDPC TDPC
HLL is not
Mµ > 0.65 Acceptable Acceptable Acceptable Acceptable
required
Acceptable
0.60 = 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

ED
0.60 required.
net*
Max 15 knots
crosswind
Acceptable
with landing
LL
Acceptable
with landing
O
net net
Max 25 knots Max 20 knots
0.36 = Mµ <
wind, any wind, any
TR

0.50 AND AND

direction directions
Max 15 knots Max 10 knots
N

crosswind crosswind
Not Not Not Not
O

Mµ < 0.36
Acceptable Acceptable Acceptable Acceptable
C

For the area that encompasses the TDPC only, a helideck net may be used to
mitigate for insufficient surface friction provided that the average surface friction
N

value is at least 0.5. The net shall be installed and tensioned in accordance with
-U

the manufacturer’s instructions and shall have the following properties:

a) the mesh size shall be such as to present an area of between 400 and 900
cm2;

b) the net shall be secured at intervals approximately 1.5 metres between the
lashing points around the landing area perimeter;

c) 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;

d) the size of the net shall such as to ensure coverage of the TDPC area but
shall not cover the helideck identification marking (name) or ‘t’ value
markings.

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 Chapter 2 – Helideck Design & Operations
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.

The helideck net may be any shape but shall cover the whole of the TDPC, 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).

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

a) the performance of TDPC and ‘H’ lighting is not impaired. This will be
especially evident at low angles (i.e. less than 6 degrees) of elevation;

b) the net does not impair the operation of automatic fire-fighting system ‘pop-

-
ED
up’ nozzles, where fitted, or otherwise compromise the firefighting facilities.

Every landing area shall be equipped with adequate surface drainage

arrangements and a free-flowing collection system that will quickly and safely
LL
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
O
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
TR

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
N

contain the maximum likely spillage of fuel on the helideck. The design of the
drainage system shall preclude blockage by debris which is best achieved by
O

use of a mesh type filtration system able to strain out smaller items of debris.
C

The helideck area shall be properly sealed so that spillage will only route into
the drainage system.
N

Tie-Down Points
-U

Sufficient tie-down points, flush fitting to obviate damage to tyres or skids,

should be provided for securing the design helicopter. Tie-downs should be
located, and be of such construction, so as to secure the helicopter in severe
weather conditions. Construction should take account of the inertial forces
resulting from any movement of a floating facility. Tie down points should be
compatible with the dimensions of tie down strop attachments.

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 Chapter 2 – Helideck Design & Operations

-
ED
LL
O
TR

Figure 2-1. Example of Suitable Tie-Down Configuration

The maximum bar diameter of the tie-down point shall be 22 mm in order to

N

match the strop hook dimension of typical tie-down strops. A safe working load
requirement for strop/ring arrangements is 3 to 5 tonnes.
O

A tie-down configuration shall be radius R2.5 to R3.0 metres for inner circle,
C

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 TDPC and shall not be painted
N

or marked with another colour. The outer circle is not required for D-values of
-U

less than 22.2 m.

Perimeter Safety Nets

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

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

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 Chapter 2 – Helideck Design & Operations
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 or tensile test shall be conducted every 2
years.
Note1. – perimeter nets may incorporate a hinge arrangement to facilitate the
removal of sacrificial panels for testing
Note 2. – perimeter nets that extend up to 2.0 m in the horizontal plane,
measured from the edge of the landing area, will not normally attract operational
limitations.

-
2.7 Obstacle Environments

ED
Note 1 - The objectives of the specifications in this chapter are to define the airspace
around helidecks to be maintained free from obstacles so as to permit the intended
helicopter operations at the helidecks to be conducted safely and to prevent the
LL
helidecks becoming unusable by the growth of obstacles around them. This is
achieved by establishing a series of obstacle limitation surfaces that define the limits
O
to which objects may project into the airspace.

Obstacle-Free Sector (OFS)

TR

Description

A complex surface originating at and extending from a reference point on the

N

edge of the FATO of a helideck. In the case of a TLOF of less than 1 D, the
O

reference point shall be located not less than 0.5 D from the centre of the TLOF.
C

Characteristics
N

An obstacle-free sector/surface shall subtend an arc of specified angle.

-U

A helideck obstacle-free sector shall comprise two components, one above and
one below helideck level (see Figure 2-2):

a) Above helideck level. The surface shall be a horizontal plane level with the
elevation of the helideck surface that subtends an arc of at least 210 degrees
with the apex located on the periphery of the D circle extending outwards to a
distance that will allow for an unobstructed departure path appropriate to the
helicopter the helideck is intended to serve.

b) Below helideck level. Within the (minimum) 210-degree arc, the surface shall
additionally extend downward from the edge of the FATO below the elevation
of the helideck to water level for an arc of not less than 180 degrees that
passes through the centre of the FATO and outwards to a distance that will

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 Chapter 2 – Helideck Design & Operations
allow for safe clearance from the obstacles below the helideck in the event of
an engine failure for the type of helicopter the helideck is intended to serve.
Note — For both the above obstacle-free sectors for helicopters operated in
Performance Class 1 or 2, the horizontal extent of these distances from the
helideck will be compatible with the one-engine-inoperative capability of the
helicopter type to be used.

-
ED
LL
O
TR
N
O
C
N
-U

Figure 2-2. Helideck obstacle-free sector

Limited Obstacle Sector (LOS)

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 Chapter 2 – Helideck Design & Operations
Note — Where obstacles are necessarily located on the structure, a helideck may
have a limited obstacle sector (LOS).
Description

A complex surface originating at the reference point for the obstacle-free sector
and extending over the arc not covered by the obstacle-free sector within which
the height of obstacles above the level of the TLOF will be prescribed.

Characteristics

A limited obstacle sector shall not subtend an arc greater than 150 degrees. Its
dimensions and location shall be as indicated in Figure 2-3 for a 1 D FATO with
coincidental TLOF and Figure 2-4 for a 0.83 D TLOF.

-
ED
LL
O
TR
N
O
C
N
-U

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 Chapter 2 – Helideck Design & Operations

Figure 2-3. Helideck obstacle limitation sectors and surfaces for a FATO and
coincidental TLOF of 1 D and larger

-
ED
LL
O
TR
N
O
C
N
-U

Figure 2-4. Helideck obstacle limitation sectors and surfaces for a TLOF of 0.83 D and
larger

Obstacle Limitation Requirements

A helideck shall have an obstacle-free sector.

Note — A helideck may have a limited obstacle sector (LOS).

There shall be no fixed obstacles within the obstacle-free sector above the
obstacle free surface.

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 Chapter 2 – Helideck Design & Operations
In the immediate vicinity of the helideck, obstacle protection for helicopters shall
be provided below the helideck level. This protection shall extend over an arc
of at least 180 degrees with the origin at the centre of the FATO, with a
descending gradient having a ratio of one unit horizontally to five units (5:1)
vertically from the edges of the FATO within the 180-degree sector. This
descending gradient may be reduced to a ratio of one unit horizontally to three
units (3:1) vertically within the 180-degree sector for multi-engine helicopters
operated in Performance Class 1 or 2 (see Figure 2-2).
Note - Where there is a requirement to position, at sea surface level, off-shore
support vessels (e.g. a Standby Vessel or tanker) essential to the operation of
a fixed or floating off-shore facility, but located within the proximity of the fixed
or floating off-shore facility’s obstacle free sector (OFS), any off-shore support
vessels would need to be positioned so as not to compromise the safety of
helicopter operations during take-off, departure and approach to landing.

-
ED
To account for the loss in height of a helicopter following an engine failure
occurring during the early stages of the take-off manoeuvre, it is required that
a clear zone be provided below landing area level covering a sector of at least

LL
180 degrees with its origin based at the centre of the D-circle. The falling
gradient is measured downwards to the sea surface from the edge of the safety
netting or safety shelving on a vertical gradient. The surface should extend
O
outwards for a distance that will allow for safe clearance from obstacles below
the landing area in the event of an engine failure based on the least well
TR

performing helicopter that is serviced by the FATO. For helicopters operated in

Performance Class 1 or 2, the horizontal extent of this distance from the landing
area will be based on the one-engine inoperative capability of the helicopter
N

type in use. All objects that are underneath the final approach and take-off paths
O

will need to be assessed.

C

For a TLOF of 1 D and larger, within the 150-degree limited obstacle

surface/sector out to a distance of 0.12 D measured from the point of origin of
N

the limited obstacle sector, objects shall not exceed a height of 25 cm above
-U

the TLOF. Beyond that arc, out to an overall distance of a further 0.21 D
measured from the end of the first sector, the limited obstacle surface rises at
a rate of one unit vertically for each two units horizontally originating at a height
0.05 D above the level of the TLOF. (See Figure 2-3).

For a TLOF less than 1 D within the 150-degree limited obstacle surface/sector
out to a distance of 0.62 D and commencing from a distance 0.5 D, both
measured from the centre of the TLOF, objects shall not exceed a height of 5
cm above the TLOF. Beyond that arc, out to an overall distance of 0.83 D from
the centre of the TLOF, the limited obstacle surface rises at a rate of one unit
vertically for each two units horizontally originating at a height 0.05 D above the
level of the TLOF. (See Figure 2-4).

Where the area enclosed by the TLOF perimeter marking is a shape other than
circular, the extent of the LOS segments is represented as lines parallel to the

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 Chapter 2 – Helideck Design & Operations
perimeter of the TLOF rather than arcs. Figures 2-3 and 2-4 has been
constructed on the assumption that an octagonal helideck arrangement is
provided.

For circular helidecks or shipboard helidecks, the segments and sectors

represented by straight lines are replaced using sectors shaped in an arc.
Figures 2-5 to 2-8 provide examples.

-
ED
LL
O
TR
N
O
C

Figure 2-5. Circular obstacle limitation sectors and surfaces for 1D FATO and
N

coincidental TLOF
-U

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 Chapter 2 – Helideck Design & Operations

-
ED
LL
O
Figure 2-6. Circular obstacle limitation sectors and surfaces for 0.83D TLOF with
collocated 1D TLOF
TR
N
O
C
N
-U

Figure 2-7. Square obstacle limitation sectors and surfaces for 1D FATO and
coincidental TLOF

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 Chapter 2 – Helideck Design & Operations

-
ED
LL
O
Figure 2-8 Square obstacle limitation sectors and surfaces for 0.83D TLOF with
collocated 1D TLOF
TR

Obstacle Controls

Obstacles that penetrate the LOS should be removed or so modified that they
N

no longer constitute an infringement. Where an immoveable object penetrates

O

the LOS, whether in the first and/or second segment (an example could be the
leg of a self-elevating jack-up facility which is situated in the LOS and which
C

cannot be moved or modified), it may be possible to mitigate the effects of the

penetration by applying a Prohibited Landing Sector (PLS) marking which
N

ensures that a helicopter cannot land with the tail towards the obstacle, where
-U

the obstacle is not within the pilot’s field of view. The benefit of a PLS marking
may be maximised by applying it in conjunction with an offset
touchdown/positioning marking. The application of a PLS, with or without an
offset TD/PM, should not be used as a ‘quick fix’ to justify the presence of
unwanted obstructions; it is always preferable, where practical, to remove, to
relocate or to modify an obstacle which would otherwise penetrate through the
surface of the LOS.

Experience suggests there can be a pressure to accommodate obstacles close

to the extended boundary of the OFS, but outside the second segment on the
limited obstacle side, where there are no specific obstacle
restrictions/limitations. For the presence of a large solid object, whether a new
permanent feature or a temporary one, this location so close to the helideck,
has potential to promote turbulence over the helideck in some wind conditions

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 Chapter 2 – Helideck Design & Operations
and should be avoided. For the avoidance of doubt, any proposed siting near
to the helideck should be subjected to appropriate modelling before it is
introduced. Equally, locating a non-rigid (flexible) structure, such as a long whip
aerial, in the area immediately adjacent to the helideck, can have an impact on
the safety of helicopter operations if the whip aerial should bend into the OFS
under the force of an approaching helicopter’s rotor downwash. It is therefore
recommended that flexible objects, such as whip aerials are not sited right at
the edge of the OFS, where they could bend into the protected area.

Temporary Combined Operations

Temporary Combined Operations are essentially arrangements where two or

more off-shore facilities, 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 or for up to several years. On occasions, combined operations

-
ED
may include vessels working alongside one or more fixed and/or mobile
facilities. The close proximity of facilities and/or vessels to one another is likely
to entail that one or more of the helidecks/shipboard helidecks is operationally
restricted due to one or more of the obstacles protected surfaces being
LL
compromised and/or due to adverse environmental effects of one installation
on the landing area of another.
O
For example, the facility pictured in the centre of Figure 2-9 has obstacle
TR

protected sectors and surfaces (extended OFS as well as the falling gradient)
that are severely compromised by the proximity of the other two facilities. In
these circumstances a landing prohibited marker (a yellow cross on a red
N

background) is in place on the drilling facility (centre) to prevent operations to

the helideck.
O

Where temporary combined operations are planned, prior to helicopter

C

operations an assessment should be completed to assess the physical, as well

N

as the environmental, impact of the arrangements and to assess any flight

restrictions or limitations, including prohibitions, which might need to be
-U

disseminated to air crew (usually a temporary instruction). Helidecks (or

shipboard helidecks) which are determined to be unavailable should display the
relevant landing prohibited marker by day while, at night, all aeronautical lights
should be extinguished.

Often, combined operations will involve both facilities and/or vessels being in
close proximity ‘alongside’ one another (Figure 2-9), where the effect of one
facility on the helideck obstacle protected surfaces of another is immediately
obvious. However, during the life of a combined arrangement there may also
be periods when mobile facilities and/or vessels are ‘pulled-away’ to a stand-
off position, which could be some distance apart. It will be necessary for
operators to re-appraise the situation for a combined operation now in the
‘stand-off’ configuration. With one or more installations or vessels ‘pulled-away’
there may be opportunity to relax or remove limitations imposed for the

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 Chapter 2 – Helideck Design & Operations
‘alongside’ configuration. This is normally an assessment for the helicopter
operator to make.

-
ED
LL
O
TR
N
O
C
N

Figure 2-9. Temporary combined operation showing relative position of each helideck
210° sector
-U

Multiplatform Configurations / Location of Standby Vessels

Where two or more fixed structures are permanently bridge linked the overall
design should ensure that the sectors and surfaces provided for the helideck
are not compromised by other modules which may form part of a multiple
platform configuration. It is also important to assess the environmental impact
of all modules on the flying environment around the helideck.

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 platforms might have on helideck operations. This will include an
assessment of the sectors and surfaces for the helideck which should not be
compromised due to the location of a new platform, or modification to an
existing platform. This will include a detailed analysis of the environmental

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 Chapter 2 – Helideck Design & Operations
impact on the flying environment around the helideck which is addressed in
further detail in.

The presence of a Standby Vessel in the vicinity of a ‘live’ helideck operation is

a legal requirement in many off-shore sectors. The location of the Standby
Vessel, and any other vessel present on the sea surface, should not
compromise the safety of the helicopter operation.

Control of Crane Movement in the Vicinity of Landing Areas

The 210° obstacle- free sector of the helideck shall not be infringed upon by
any cranes or parts thereof during helicopter movements.

All cranes in the vicinity of the FATO which may, during their operation,
encroach into the 210° sector or the 150° limited obstacle sector must cease

-
movement during helicopter operations.

ED
When helicopter movements take place (±10 minutes) crane work ceases and
jibs, ‘A’ frames, etc. are positioned clear of the obstacle protected surfaces and
flight paths.
LL
The HLO shall be responsible for the control of cranes in preparation for and
O
during helicopter operations.
TR

2.8 Visual Aids

Note — For a non-purpose-built helideck located on a ship’s side the surface colour
of the main deck can vary from ship to ship and therefore some discretion may need
N

to be exercised in the colour selection of helideck paint schemes; the objective being
O

to ensure that the markings are conspicuous against the surface of the ship and the
operating background.
C

Helideck Identification Marking (“H”)

N

Application
-U

Helideck identification markings shall be provided at a helideck.

Location

A helideck identification marking shall be located at or near the centre of the

FATO.

A helideck identification marking shall be located in the centre of the FATO

except where the results of an aeronautical survey indicate that an offset
marking may be beneficial to helicopter operations and still allow for the safe
movement of personnel around the helicopter; in which case the centre of the
“H” may be offset by up to 0.1D towards the outboard edge of the FATO.

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 Chapter 2 – Helideck Design & Operations
An example of where this measure may be used could be for an over-sized
helideck — one that exceeds the minimum 1D dimensional requirement — but
that also has immoveable obstructions close to the inboard perimeter, in the
LOS. In this case moving the touchdown marking location away from the centre
of the FATO towards the outboard edge will improve clearances from dominant
obstacles, while, in theory, still facilitating adequate on-deck clearance around
the helicopter for the safe movement of passengers and for the efficiency of
helideck operations, such as refuelling.

If the touchdown/positioning marking is offset on a helideck, the helideck

identification marking is established in the centre of the touchdown/positioning
marking.

Characteristics

-
A helideck identification marking shall consist of a letter H, white in colour.

ED
On a helideck the cross arm shall be on or parallel to the bisector of the
obstacle-free sector. For a non-purpose-built shipboard helideck located on a
LL
ship’s side, the cross arm shall be parallel with the side of the ship, Figure 2-
10.
O
Where it is necessary for the obstacle-free sector (chevron) marking to be
TR

swung for a helideck (e.g. to clear an obstacle which might otherwise penetrate
the 210° sector), it will be necessary to swing the “H” marking by the
corresponding angle. The maximum swung sector should not exceed +/-15
N

degrees from the normal for the OFS. A ‘swung’ helideck identification “H”
marking is illustrated in Figure 2-10.
O
C
N
-U

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 Chapter 2 – Helideck Design & Operations

-
ED
LL
O
TR

Figure 2-10. Helideck identification marking reflecting a swung obstacle free sector (in
this case the OFS is swung by 15 degrees in a clockwise direction to avoid an
N

obstacle)
O

Note — The bisector of the 210° Obstacle Free Sector (OFS) should normally
pass through the Centre of the D-circle. The sector may be ‘swung’ by up to
C

15° in either direction from the normal. (A 15° clockwise swing is illustrated). If
the 210° OFS is swung, then it would be normal practice (but not mandatory)
N

to swing the 180° falling 5:1 gradient by a corresponding amount to indicate,

-U

and align with, the swung OFS.

On a helideck and or a shipboard helideck where the D value is 16.0 m or larger,

the size of the helideck identification H marking should have a height of 4 m
with an overall width not exceeding 3 m and a stroke width not exceeding 0.75
m. Where the D value is less than 16.0 m, the size of the helideck identification
H marking should have a height of 3 m with an overall width not exceeding 2.25
m and a stroke width not exceeding 0.5 m.

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 Chapter 2 – Helideck Design & Operations

Figure 2-11. Dimensions of the Helideck Identification Marking “H”

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ED
D-Value Marking

Location

LL
D-value markings should be displayed within the broken white TLOF perimeter
line at three locations presented in Figure 2-16 or Figure 2-17 so that at least
O
one marking is readable from the final approach direction. For a purpose-built
TR

shipboard helideck in an amidships location, having a chevron at either end

(see Figure 2-12), two D-value markings are required to be displayed — one
on the portside of the helideck and the other starboard side.
N
O
C
N
-U

Figure 2-12. D-value markings for a purpose-built shipboard helideck in an

amidships location

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 Chapter 2 – Helideck Design & Operations
Characteristics

For the characteristic requirements of the D-Value markings refer to CAD 14

Vol II – Heliports, Paragraph 5.2.3.
Figure 2-13. (for examples refer to CAD 14 Vol II – Heliports)

Touchdown and Lift-Off Area (TLOF) Perimeter Marking

Characteristics

The TLOF perimeter line should follow the physical shape of the helideck or
shipboard helideck, such that where the deck shape is octagonal or hexagonal,
the shape of the painted white TLOF marking will correspond to an octagon or
hexagon. A TLOF marking should only be circular where the physical shape of
the helideck or shipboard helideck is also circular.

-
ED
Touchdown / Positioning TDPC Marking

Location

LL
A touchdown/positioning marking shall be located so that when the pilot’s seat
is over the marking, the whole of the undercarriage will be within the TLOF and
O
all parts of the helicopter will be clear of any obstacle by a safe margin.
TR

For helidecks which are less than 1D it is not recommended that an offset
marking be utilised.
N
O
C
N
-U

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 Chapter 2 – Helideck Design & Operations
Figure 2-14. Location of offset touchdown marking
Characteristics

For a helideck or a purpose-built shipboard helideck with a D value of 16.0 m

or larger, the line width shall be at least 1 m.

-
ED
LL
O
Figure 2-15. Touchdown/positioning marking
TR

Helideck Name Marking

Location
N

The helideck name marking should be displayed on the helideck so as to be

O

visible, as far as practicable, at all angles above the horizontal. Where an

C

obstacle sector exists on a helideck the marking should be located on the

obstacle side of the helideck identification marking. For a non-purpose-built
N

helideck located on a ship’s side the marking should be located on the inboard
-U

side of the helideck identification marking in the area between the TLOF
perimeter marking and the boundary of the LOS.

Characteristics

To allow for recognition of the facility or vessel further up the approach

manoeuvre, the character height of the helideck name marking shall be as
follows:

a) Helideck less than 16.0 m – 1.2 m ; or

b) Helideck more than 16. 0 m – 1.5 m.

Where the character height is 1.5 m, the character widths and stroke widths
should be in accordance with Figure 2-12. The character widths and stroke
widths of nominal 1.2 m characters should be 80% of those prescribed by

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 Chapter 2 – Helideck Design & Operations
Figure 2-12. Where the helideck name marking consists of more than one word
it is recommended that the space between words be approximately 50% of
character height.

Some types of floating facilities and vessels may benefit from a second name
marking diametrically opposite the first marking, with the characters facing the
opposite direction (so that the feet of characters are located adjacent to the
outboard edge of the touchdown/positioning marking circle. Having a name
marking either end of the touchdown/positioning marking circle will ensure that
one marking is always readable the right way up for aircrew on approach e.g.
for a bow mounted helideck on a vessel that is steaming into wind, a second
name marking oriented towards the main vessel structure (aft) and located
between the outer edge of the circle and the outboard edge of the helideck, will
be more easy to process for aircrew approaching into wind than will a helideck
name marking located in the normal location. In this case aircrew would be

-
ED
required to process a marking which is upside down.

Helideck Obstacle-Free Sector (CHEVRON) Marking

Characteristics LL
The origin of the obstacle-free sector should be marked on the helideck or
O
shipboard helideck by a black chevron, each leg being 79 cm long and 10 cm
TR

wide forming the angle of the obstacle free sector in the manner shown in
Figure 2-16. Where the OFS is swung (by up to +/-15 degrees) then the chevron
is correspondingly swung. Where there is insufficient space to accommodate
N

the chevron precisely, the chevron marking, but not the point of origin of the
OFS, may be displaced by up to 30 cm towards the centre of the TLOF.
O

The purpose of the chevron is widely misunderstood to provide a form of visual

C

indication to the aircrew that the obstacle free sector is clear of obstructions.
N

However, the marking is too small for the purposes of aircrew and instead is
intended as a visual ‘tool’ for a Helideck Landing Officer (an HLO who has
-U

charge of the helideck operation ‘on the ground’) so that he can ensure that the
210-degree OFS is clear of any obstructions, fixed or mobile, before giving a
helicopter clearance to land. The black chevron may be painted on top of the
white TLOF perimeter line to achieve maximum clarity for helideck crew.

Adjacent to and where practical inboard of the chevron, the certified/actual D-

value of the helideck is painted in 10 cm alphanumeric characters. The D-value
of the helideck should be expressed in metres to two decimal places (e.g. “D=
16.05 m”).

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 Chapter 2 – Helideck Design & Operations

For a TLOF which is less than 1D, but not less than 0.83D, the chevron is
positioned at 0.5D from the centre of the FATO which will take the point of origin
outside the TLOF. If practical this is where the black chevron marking should
be painted. If impractical to paint the chevron at this location, then the chevron
should be relocated to the TLOF perimeter on the bisector of the OFS. In this
case the distance and direction of displacement along with the words
“WARNING DISPLACED CHEVRON” are marked in a box beneath the chevron
in black characters not less than 10 cm high. An example of the arrangement
for a sub-1D helideck is shown in Figure 2-17.

-
ED
LL
O
TR
N
O
C
N
-U

Figure 2-16 Chevron for a 1 D helideck and helideck D-value markings

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 Chapter 2 – Helideck Design & Operations

-
ED
LL
Figure 2-17. Chevron for a 0.83D helideck
O
Helideck and Shipboard Helideck Surface Marking
TR

Application

The purpose is to protect the helicopter from landing or manoeuvring in close

N

proximity to limiting obstructions which, being of an immoveable nature, may

compromise the sectors and surfaces established for the helideck (an example
O

might be a jack-up leg penetrating the 150-degree limited obstacle sector or a

crane on the edge of the LOS).
C

Helideck Prohibited Landing Sector Markings

N

Application
-U

Helideck prohibited landing sector markings should be provided where it is

necessary to prevent the helicopter from landing within specified headings.
Location

The prohibited landing sector markings should be located on the

touchdown/positioning marking to the edge of the TLOF, within the relevant
headings.
Characteristics

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 Chapter 2 – Helideck Design & Operations

The prohibited landing sector markings shall be indicated by white and red
hatched markings as shown in Figure 2-18.
Note — Prohibited landing sector markings, where deemed necessary, are
applied to indicate a range of helicopter headings that are not to be used by a
helicopter when landing. This is to ensure that the nose of the helicopter is kept
clear of the hatched markings during the manoeuvre to land.

The arc of coverage should be sufficient to ensure that the tail rotor system will
be positioned clear of the obstruction when hovering above, and touching down
on, the yellow circle at any location beyond the prohibited landing sector
marking. As a guide it is recommended that the prohibited landing sector
marking extends by a minimum 10 to 15 degrees either side of the edge of the
obstacle (this implies that even for a simple whip aerial infringement’ the
prohibited landing sector arc applied will be an arc no less than 20-30 degrees

-
of coverage).

ED
LL
O
TR
N
O
C

Figure 2-18. Examples of an alternative prohibited landing sector marking

N
-U

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 Chapter 2 – Helideck Design & Operations

-
ED
LL
O
Figure 2-19. Examples of an alternative prohibited landing sector marking
TR

The sector of the TDPC, opposite from the personnel access point, should be
bordered in red with the words “No Nose” clearly marked in red on a white
N

background as shown in Figure 2-18. When positioning over the

touchdown/positioning marking circle, helicopters should be manoeuvred so as
O

to keep the aircraft nose clear of the “No Nose” marked sector of the TDPC at
C

all times. The minimum prohibited “NO NOSE” marking should cover an arc of
at least 30 degrees.
N

Visual Aids for Denoting Obstacles

-U

Fixed obstacles which present a hazard to helicopters should 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, or more than six metres wide. The
colour should be chosen to contrast with the background to the maximum
extent.

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

structures and crane booms which are close to the helideck or to the LOS
boundary. Similarly, parts of the leg (or legs) of a self-elevating jack-up unit that
are adjacent to the helideck and which extend, or can extend above it, should
also be marked in the same manner.

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 Chapter 2 – Helideck Design & Operations
Installation Closed Marking

Application

A closed marking shall be displayed on an installation which is permanently

closed to the use of all helicopters.

Characteristics

The white closed marking shall be of the form as detailed in Figure 2-20, the
size of the marking should be adjusted to cover the letter ‘H’ inside the TD/PM.

-
ED
LL
O
TR

Center line
N

Figure 2-20. Helideck closed marking

O
C
N
-U

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 Chapter 2 – Helideck Design & Operations

Prohibition of Landing Marker

Application

A prohibition of landing marking shall be displayed when landings are prohibited

and when the prohibition is likely to be prolonged.

Characteristics

The marking shall be of the form as detailed in Figure 2-21, the size of the
marking should be adjusted to cover the letter ‘H’ inside the TD/PM.

-
ED
LL
O
Figure 2-21. Prohibition of landing marker
TR

Side Panel Identification

N

Side identification panels shall be provided at a helideck where pilots are

required to obtain a final pre-landing confirmation that the correct helideck is
O

being approached. It shall bear the helideck name.

C

Side identification panel shall be installed and clearly displayed in such

N

positions on the installation so that it can be readily identified from the air and
sea form all normal angles and directions of approach.
-U

Side panels intended for use at night or during conditions of poor visibility shall
be illuminated, either internally or externally or by helicopter landing lights.

D-value marking in relation to chevron marking

For an existing helideck that has been accepted but does not meet minimum
OFS requirements of 210°, the black chevron shall represent the angle which
has been accepted and this value shall be marked inboard of the chevron.

Actual D-value of the helideck, in metres, shall be marked adjacent to, and
where practicable inboard of, the chevron in alphanumeric symbols of 10 cm
height 10cm height in black or white. These D-value shall be located within 0.5
m from the chevron.

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 Chapter 2 – Helideck Design & Operations
D-value shall also be marked around the perimeter of the helideck as in Figure
2-22, these D-value markings shall be in metres and expressed to the nearest
whole number. The height of characters shall not be less than :

a) 90 cm for helidecks with D-value more than 15.0 m; or

b) 60 cm for helidecks with D-value less than 15. 0 m.

D-value marking shall be white. For unpainted aluminium surface helideck, the
D-value markings shall be white displayed against a black background.

-
ED
LL
O
TR
N
O
C

Figure 2-22. Chevron and D-value

N

2.9 Aeronautical Lights

-U

Note 1. – Helidecks located near navigable waters, consideration needs to be given

to ensuring that aeronautical ground lights do not cause confusion to mariners.
Note 2. – The specification for the TLOF lighting system assumes that the
performance of the lighting will not be diminished due to the relative intensity,
configuration or colour of other lighting sources present on a fixed or floating facility
or on a vessel. Where other non-aeronautical lighting has potential to cause
confusion, or to diminish or prevent the clear interpretation of aeronautical ground
lights, it will be necessary for the facility or vessel operator to extinguish, screen, or
otherwise modify, non-aeronautical light sources to ensure the effectiveness of
helideck or shipboard helideck lighting systems are not compromised. To achieve
this, operators should consider shielding any high intensity light sources from
approaching helicopters by fitting screens or louvers.

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 Chapter 2 – Helideck Design & Operations
Touchdown and Lift-Off Area (TLOF) Lighting System
Note — At helidecks, surface texture cues within the TLOF are essential for
helicopter positioning during the final approach and landing. Such cues can be
provided using various forms of lighting (ASPSL, LP, floodlights or a combination
of these lights, etc.) in addition to perimeter lights. Best results have been
demonstrated by the combination of perimeter lights and ASPSL in the form of
encapsulated strips of light emitting diodes (LEDs) to identify the touchdown and
helideck identification markings.

Location

To avoid lights creating a trip hazard at points of access and egress it may be
necessary to provide sources that are flush-mounted (i.e. recessed) into the
surface. The pattern of lights should be formed using regular spacing. However,
to avoid potential trip hazards, blocking foam dispensing nozzles, etc., it may

-
be desirable to move lights to one side. In this case TLOF perimeter lights may

ED
be relocated by up to +/- 0.5 m such that the maximum gap between two
adjacent TLOF perimeter lights is no more than 3.5 m and the minimum no less
than 2.5m.
LL
The TLOF perimeter lights shall be installed at a fixed helideck such that the
O
pattern cannot be seen by the pilot from below the elevation of the TLOF.
TR

The TLOF perimeter lights shall be installed at a floating helideck, such that the
pattern cannot be seen by the pilot from below the elevation of the TLOF when
the helideck is level.
N

When Luminescent Panels are used on a helideck to enhance surface texture

O

cues, the panels should not be placed adjacent to the perimeter lights. They
should be placed around a touchdown marking where it is provided.
C

TLOF floodlights shall be located so as to avoid glare to pilots in flight or to

N

personnel working on the area. The arrangement and aiming of floodlights shall
-U

be such that shadows are kept to a minimum.

Floodlighting can easily become misaligned and the Helicopter Landing Officer
(HLO) should instigate daily checks to ensure that misaligned lights are
corrected and so not creating a hazard to flight operations by providing a source
of glare (the glare issue may be reduced by fitting appropriate hoods [louvers]
onto deck-mounted floodlights). Notwithstanding lights should be realigned
when, in the opinion of air crew, they are creating a glare hazard during flight
operations.
Note — ASPSL and LPs used to designate the touchdown marking have been
shown to provide enhanced surface texture cues when compared to low-level
floodlights. Due to the risk of misalignment, where floodlights are used, there
will be a need for them to be checked periodically to ensure they remain within
the specifications.

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 Chapter 2 – Helideck Design & Operations
Characteristics

The height of the installed TLOF perimeter lights and floodlights should not
exceed 25cm above the level of the TLOF for helidecks which are 1D or greater
and/or have a D-value greater than 16.00 m, and 5 cm for helidecks which are
sub-1D, but not less than 0.83D, and/or have a D-value of 16.0 m or less.

The design of the perimeter lights should be such that the luminance of the
perimeter lights is equal to or greater than that of the TD/PM Circle segments.

The perimeter lighting and touchdown/position marking lighting is considered

serviceable provided that at least 90% of the lights are serviceable, and
providing that any unserviceable lights are not adjacent to each other. A light
shall be deemed to be unserviceable when the main beam average intensity is
less than 50 per cent of the value.

-
ED
Deck-mounted floodlighting, given their ‘shallow angle of attack’ and the
potentially very large area needing to be illuminated, especially over the
touchdown markings, is what is commonly known as the ‘black-hole effect’. In
LL
this case adequate illumination is dispensed in areas adjacent to the perimeter
lights, but a ‘black-hole’ is left in the centre of the landing area where the ‘throw’
of the lights is inadequate to reach the central touchdown area markings.
O
Designers should aim to create a lighting environment which achieves an
TR

average horizontal illuminance of the floodlighting which is at least 10 lux, with

a uniformity ratio (average to minimum) of not more than 8:1, measured on the
surface of the TLOF. Furthermore, the spectral distribution of TLOF area
N

floodlights should ensure adequate illumination of the surface markings

(especially the touchdown/positioning marking circle) and obstacle markings
O

(this may include a prohibited landing sector marking, where present).

C

Designers may be tempted to provide multiple floodlighting units, in seeking to

N

achieve the recommendations for spectral distribution and average horizontal

illuminance for floodlighting. However, being very much brighter than the TLOF
-U

perimeter lights, floodlighting tends to ‘wash out’ the pattern of the green
perimeter lights, due to the number and intensity of much brighter floodlights.
As the green pattern provided by the TLOF perimeter lights generates the initial
source of helideck acquisition for aircrew, the desire to specify multiple sets of
floodlights should be resisted. For all but the largest helidecks a compliment of
between 4 and 6 floodlights should be sufficient (up to 8 for the largest
helidecks). Providing technologies are selected which promote good sharp
beam control, this should optimise their effectiveness and offer the best
opportunity to effectively illuminate touchdown markings. To mitigate, as far as
possible the glare issue, floodlights should be mounted so that the centreline of
the floodlight beam is at an angle of 45 degrees to the reciprocal of the
prevailing wind direction. This will minimise any glare or disruption to the pattern
formed by the green perimeter lights for the majority of approaches. Figure 2-
23 illustrates a typical floodlighting arrangement.

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 Chapter 2 – Helideck Design & Operations
As well as providing the visual cues needed for helideck recognition for
approach and landing, helideck floodlighting may be used at night to facilitate
on-deck operations such as passenger movements, refuelling operations,
freight handling etc. Where there is potential for floodlights to dazzle a pilot
during the approach to land or during take-off manoeuvres, they should be
switched off for the duration of the approach and departure. Therefore, all
floodlights should be capable of being switched off at a pilot’s request. All TLOF
lighting should be fed from an uninterrupted power supply (UPS) system.

For some helidecks or shipboard helidecks, it may be possible to site additional

high-mounted floodlighting away from the TLOF perimeter, such as a ship’s
bridge or pointing down from a hangar. In this case, extra care should be taken
to ensure additional sources do not cause a source of glare to a pilot, especially
when lifting in the hover to transition into forward flight, and do not present a
competing source to the green TLOF perimeter lights. Screens or louvers

-
ED
should be considered for any additional high-mounted sources.

The helideck and shipboard helideck lighting systems are designed on the
assumption that operations occur in typical night viewing conditions, with an
LL
assumed eye threshold illuminance of Et = 10-6.1. If there is an expectation for
aeronautical lighting to be used in more demanding viewing conditions, such
O
as at twilight or during typical day conditions, (where Et = 10-5.0 for twilight and
Et = 10-4.0 for normal day), there needs to be recognition that the ‘true night’
TR

viewing ranges achieved by the system design will decay considerably in more
demanding viewing conditions (i.e. the range at which a particular visual aid
becomes detectable and conspicuous at night will decrease if that same aid is
N

used at twilight or by day; because the higher background brightness leads to

O

decreasing probability of detection).

C
N
-U

Figure 2-23. Typical floodlighting arrangement for an octagonal helideck

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 Chapter 2 – Helideck Design & Operations

As an effective alternative to providing illumination of the touchdown markings

by the use of deck-mounted floodlighting, operators may wish to consider a
scheme for a lit touchdown/ positioning marking and a lit helideck identification
marking.

The lit TDPM and the lit helideck identification marking (‘H’) scheme has been
developed by the UK CAA to be compatible with helicopters having wheeled
undercarriages. Although the design specification ensures segments and sub-
sections are compliant with the maximum height for obstacles on the TLOF
surface (2.5 cm), and are likely to be able to withstand the point loading
presented by typically lighter skidded helicopters, due to the potential for raised
fittings to induce dynamic rollover, it is important to establish compatibility with
skid-fitted helicopter operations before lighting is installed on helidecks and
shipboard helidecks used by skid-fitted helicopters.

-
ED
If used, the lit Helideck Identification Marking (‘H’) should be superimposed on
the 4m x 3m white painted ‘H’ (limb width 0.75m). The lit ‘H’ should be 3.9 to
4.1m high, 2.9 to 3.1m wide and have a stroke width of 0.7 to 0.8m. The lit ‘H’
may be offset in any direction by up to 10cm in order to facilitate installation
LL
(e.g. avoid a weld line on the helideck surface). The limbs should be lit in outline
form as shown in Figure 2-24. An outline lit ‘H’ should comprise sub-sections of
O
between 80mm and 100mm wide around the outer edge of the painted ‘H’.
There are no restrictions on the length of the sub-sections, but the gaps
TR

between them should not be greater than 10cm. The mechanical housing
should be coloured white.
N
O
C
N
-U

Figure 2-24 Configuration and example of a normal dimension helideck identification

marking “H”

Helideck Status Light System

Application

If it is deemed that a hazard or potentially hazardous condition exists for the

helicopter or its occupants, a visual warning system should be installed. The

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 Chapter 2 – Helideck Design & Operations
system (Status Lights) should 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
necessity for the installation of a Status Light systems should be the results of
a safety assessment, accepted by the accountable organisation.

The system should be automatically initiated at the appropriate hazard level

(e.g. gas release) as well as being capable of manual activation by the HLO. It
should be visible at a range in excess of the distance at which the helicopter
may be endangered or may be commencing a visual approach.

The following specification should be applied:

-
a) Where required, the helideck status signalling system should be installed

ED
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. 3600

b)
in azimuth.
LL
The effective intensity should be a minimum of 700 cd between 20 and 100
O
above the horizontal and at least 176 cd at all other angles of elevation.
TR

c) The system should 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.
N

d) The signal should be visible from all possible approach directions and while
the helicopter is landed on the helideck, regardless of heading, with a
O

vertical beam spread as shown in b) above.

C

e) The colour of the status light(s) should be red as defined in CAR Part IX
N

(Aerodromes), colours for aeronautical ground lights.

-U

f) The light system as seen by the pilot at any point during the approach
should flash at a rate of 120 flashes per minute. Where two or more lights
are needed to meet this requirement, they should 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 should be no greater than 50%.

g) The light system should be integrated with platform safety systems such
that it is activated automatically in the event of a process upset.

h) Facilities should be provided for the HLO to manually switch on the system
and/or override automatic activation of the system.

i) The light system should have a response time to the full intensity specified
not exceeding three seconds at all times.

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 Chapter 2 – Helideck Design & Operations
j) Facilities should be provided for resetting the system which, in the case of
NUIs, do not require a helicopter to land on the helideck.

k) The system should 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.

l) The system and its constituent components should comply with all
regulations relevant to the installation.

m) Where the system and its constituent components are mounted in the 210°
OFS or in the first segment of the LOS, the height of the installed system
should not exceed 25 cm above deck level (or exceed 5 cm for any helideck
where the D-value is 16.00 m or less).

-
ED
n) Where supplementary ‘repeater’ lights are employed for the purposes of
achieving the ‘on deck’ 360° coverage in azimuth, these should have a
minimum intensity of 16 cd and a maximum intensity of 60 cd for all angles
of azimuth and elevation.
LL
All components of the status light system should be tested by an independent
O
test house to ensure verification with the specification. The photometrical and
colour measurements performed in the optical department of the test house
TR

should be accredited.

Manufacturers are reminded that the minimum intensity specification stated

N

above is considered acceptable to meet the current operational requirements,

O

which specify a minimum meteorological visibility of 1400 m (0.75 NM).

Development of offshore approach aids which permit lower minima (e.g.
C

differential GPS) will require a higher intensity.

N

Where helideck status light systems installed on normally unattended

-U

installations (NUIs) malfunction, whether the outcome is light(s) permanently

flashing or disabled/depowered, in these cases, in order to allow them to be
manually reset at the platform, a duty-holder may present a case-specific risk
assessment to the accountable organisation, who if satisfied with the risk
assessment, may provide acceptance to permit flights against operating status
lights or black platforms to occur.

Floodlighting of Obstacles

Characteristics

Omni-directional low intensity steady red obstruction lights having a minimum

intensity of 10 candelas for angles of elevation between 0 degrees and 30
degrees should be fitted at suitable locations to provide the helicopter pilot with

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 Chapter 2 – Helideck Design & Operations
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 should
apply, in particular, to all crane booms on an off-shore facility or vessel. Objects
which are more than 15 metres higher than the landing area should be fitted
with intermediate low intensity steady 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 a helicopter pilot. Facilities may, where appropriate,
consider alternative equivalent technologies to highlight dominant obstacles in
the vicinity of the helideck.

An omni-directional low intensity steady red obstruction light should be fitted to

-
ED
the highest point of the installation. The light should have 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

LL
practicable to fit a light to the highest point of the installation (e.g. on top of flare
towers) the light should be fitted as near to the extremity as possible.
O
In the particular case of jack-up units, it is recommended that when the tops of
the legs are the highest points on the facility, they should be fitted with omni-
TR

directional low intensity steady red lights of the same intensity and
characteristics as described in 2.9.3.1. In addition, the leg (or legs) adjacent to
the helideck should be fitted with intermediate low intensity steady red lights of
N

the same intensity and characteristics as described in 2.9.3.2 at 10 metre

O

intervals down to the level of the landing area. As an alternative the legs may
be floodlit providing the helicopter pilot is not dazzled.
C

Any ancillary structure within one kilometre of the helideck, and which is
N

significantly higher than it, should be similarly fitted with red lights.
-U

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

Facility/vessel emergency power supply design should include all forms of

obstruction lighting. Any failures or outages should be reported immediately to
the helicopter operator. The lighting should be fed from a UPS system.

For some helidecks, especially those that are on Normally Unmanned

installations (NUI), it may be beneficial to improve depth perception by
deploying floodlighting to illuminate the main structure (or legs) of the platform.
This can help to address the visual illusion that a helideck appears to be
‘floating in space’.

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 Chapter 2 – Helideck Design & Operations

Emergency Power Supply

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 or second generator.

2.10 Normally Unmanned Installations (NUI)

Bird control

Bird guano infestations may be routinely encountered, particularly at not

permanently attended installations, and especially at certain times of the year
for facilities located in proximity to bird migratory routes. The effects of bird
guano infestation are many and include threats to safe flight operations (e.g.

-
potential for a bird strike during an approach), the obliteration of essential

ED
markings (so making touchdown/positioning inaccuracies more likely), a
reduction in the friction qualities of the surface (leading to a helicopter sliding
over the deck surface) and effects on personnel health and safety due to the
LL
highly toxic and slippery-when-wet nature of guano (e.g. effect on the lungs due
to inhalation of dried guano ‘dust’, slips and trips on wet-guano surfaces). Also,
to consider are the additional costs incurred through a requirement for more
O
regular maintenance of static equipment on a facility, of damage caused to the
TR

interior of the helicopter (guano is trodden into floor surfaces) and the need to
perform high-pressure cleaning on a regular basis to restore the integrity of
markings, etc.
N

Problems caused by the presence of sea birds and guano infestation on or

O

around the landing area should be noted and reported by flight crews.
Significant surface contamination is likely to incur flight restrictions where, for
C

example, the build-up of guano has a detrimental effect on the interpretation of

N

surface markings and an inability to maintain an adequate friction surface.

Routinely, for affected facilities, flight crew should be encouraged to complete
-U

and file helideck condition reports that indicate the current condition of the
surface, of helideck lighting (including any outages) and of the wind direction
indicator (including illumination).

Experience over time in various sectors would suggest that finding permanent
solutions to the guano/bird problem can be challenging, such are the forces of
nature. Consequently, determining an optimum solution to the problem has
proven elusive. In the past active measures taken to discourage sea birds from
roosting on helidecks has included visual deterrents, different audio deterrents
(e.g. distress calls) and even combined audio/visual deterrents that build-in
random changes such as to the distress call. However, over a passage of time,
birds have tended to habituate to any ‘solutions’ that involve audio and/or visual
deterrents, even where these incorporate random changes.

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 Chapter 2 – Helideck Design & Operations
One ‘solution’ that has been found to be more effective than most of the
aforementioned is the application of pressurised water-spray systems, to which
birds do not appear to readily habituate (pressurised water could be delivered
from an automated fire-fighting deck integrated fire-fighting system (DIFFS) or
a ringmain system (RMS) where bird activities are being monitored, at the
beach or on a normally attended platform, via a remotely operated TV system
(ROTS). When water combined with an effective bird scaring device is activated
automatically as birds are detected around the landing area, these
combinations have proven to be relatively effective in dispersing birds that may
have encroached onto the helideck. However, in general, it is fair to conclude
that current bird-exclusion methods have, at best, been only partially
successful; so there would seem to be room for more innovative approaches to
bird control measures at helidecks.

A procedure should be implemented and consist of:

-
ED
a) On board the first arriving helicopter is a Helicopter Landing Officer (HLO).

b) The HLO is to comprehensively brief his team before take-off of the actions

LL
required upon landing at the NUI and of the emergency actions in the event
of a helicopter crash/fire situation on landing.
O
c) The HLO is to analyse the check the state of the deck, and coordinate the
deck arrival in terms of safety. The HRO is to analyse the weather.
TR

d) On landing the HLO is to secure the chocks, check the deck, call the on-
shore base to confirm safe arrival if applicable and manage the
N

disembarkation – fire-fighter first.

e) There should be at least one additional fully trained fire person on board.
O

f) On landing, the crew should undertake a visual inspection, test the safety
C

equipment and check the deck surface for any obstructions and
N

maintenance issues. These inspections and tests shall be recorded.

-U

g) For embarkation the luggage/equipment; always goes on first. The HLO is

to allow one passenger to board the helicopter at a time, holding back the
next person in line.

h) Once the passenger is seated and strapped the passenger should provide
the “thumbs-up” sign and the HLO then allows the next passenger to board.

i) Once all the passengers and luggage/equipment are on board the HLO
should indicate to the pilot all is loaded and ready.

j) The HLO should conduct a final visual inspection of the flight direction and
surrounding area give the “thumbs up” to the pilot and aboard the
helicopter.

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 Chapter 2 – Helideck Design & Operations
Rescue and Fire-Fighting Facilities

In the case of new–build NUI’s, serious consideration shall be given to the

selection and provision of foam fire extinguishing systems integrated into
helideck.

For installations which are at times unattended the effective delivery of foam to
the whole of the landing area is probably best achieved by means of a DIFF
System.

For NUIs, may also consider other ‘combination solutions’ where these can be
demonstrated to be effective in dealing with a running fuel fire. This may permit,
for example, the selection of a seawater-only DIFFS 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.

ED
DIFFS on NUI’s shall be integrated with platform safety systems so that pop-
up/ non pop-up nozzles are activated automatically in the event of an impact of
LL
a helicopter on the helideck where a Post-Crash Fire is a probable outcome.

The overall design of a DIFFS shall incorporate a method of fire detection and
O
be configured to avoid false activation/alarms. It should be capable of manual
TR

over-ride by the HLO and from the main installation or control room.

Similar to a DIFFS provided for a Permanently Attended Installation or vessel,

a DIFFS provided on a NUI needs to consider the eventuality that one or more
N

nozzles may be rendered ineffective by, for example, a crash. The basic
O

performance assumptions stated in the rule should also apply for a DIFFS
located on a NUI.
C

Rescue and Fire-Fighting Facilities (Without DIFFS)

N

Where no automatic fire detection/protection system is provided then the

-U

operator shall conduct a Risk Assessment and detail the equipment and
method of fire-fighting for the arrival of the first helicopter and the departing of
the last helicopter.

Where DIFFS are not part of the installation then the following equipment shall
be supplied:

a) 90 litres Foam.

b) Dry powder:
1) 23 kg of dry powder – delivered from one or two extinguishers for
helidecks up to and including 16.0 m; or
2) 45 kg of dry powder – delivered from one or two extinguishers for
helidecks above 16.0 m and up to 24.0 m; or

Issue 01/Rev 00 CAD 1406 – HSR 2-62

 Chapter 2 – Helideck Design & Operations
3) 90 kg of dry powder – delivered from two, three or four extinguishers
for helidecks above 24.0 m.

c) Gaseous agent (with extendable applicator for high engine access)

1) 9 kg of CO2 – delivered from one or two extinguishers for helidecks up
to and including 16.0 m; or
2) 18 kg of CO2 - delivered from one or two extinguishers for helidecks
above 16.0 m and up to 24.0 m; or
3) 36 kg of CO2 delivered from one or two extinguishers for helidecks
above 24.0 m.

d) Rescue equipment

e) 2 x full sets of fire-fighting PPE

-
f) 2 breathing apparatus sets with spare cylinders

ED
Helideck operators should consider the use of a cameras in order that an
assessment of the conditions of the helideck can be monitored before a flight

2.11
takes place.

Personnel Requirements
LL
O
General
TR

The organisation’s Safety Management System (SMS) is one of the keys to

assuring safe and efficient off-shore helideck operations. Supervision of
N

helicopter operations should be fully integrated into the SMS.

O

The responsibilities and authority assigned to individuals for controlling all

C

activities related to helideck operations (in all weather conditions) should be set
down in a clearly defined structure and hierarchy. They should be widely
N

promulgated, on-shore and off-shore, to ensure full and proper understanding

by all. The interfaces with other disciplines and those activities that may impact
-U

safe and efficient helideck operations should be identified and built into
operating procedures.

Irrespective of the volume of helicopter traffic, the level of preparedness and

effectiveness of both personnel and equipment involved in helicopter
operations requires to be of a single satisfactory standard.

On facilities with infrequent helicopter operations, this may involve a significant

commitment to ensure there are enough adequately trained personnel available
for helideck duties. Such operations will require routine monitoring and testing
to ensure proper standards are maintained.

Issue 01/Rev 00 CAD 1406 – HSR 2-63

 Chapter 2 – Helideck Design & Operations

Dangerous Goods

Personnel involved with dangerous goods shall hold a certificate of training,

appropriate to the role and responsibility of the individual. This shall be provided
from a CAAM approved training provider. Further information can be obtained
from the CAAM, Aviation Security Division for details regarding authorisation of
the carriage of dangerous goods.

Helideck Preparation

Prior to helicopter landings taking place on an installation or vessel, all support

facilities shall be properly prepared for use. Preparation should be carried out
in a systematic manner; following set procedures/checklists this is to ensure all
equipment is serviceable, in the correct position and ready for immediate use.
Completion of helideck and support equipment preparation should be formally

-
documented by the Helicopter Landing Officer (HLO) and all records retained

ED
for auditing purposes.

Installation Manager / Vessel Master

LL
With respect to helicopter operations, the Installation Manager or Master of a
vessel is responsible for:
O
a) appointing a competent person to be responsible for the control of
TR

helicopter operations in relation to the installations, to be known as the

Helicopter Landing Officer (HLO)
N

b) ensuring that all persons engaged on helicopter operations, or who are in

or near any helicopter landing area, are under the immediate and effective
O

control of the HLO

C

c) ensuring that all helideck personnel are appropriately trained for normal
and emergency helicopter operations
N

d) ensuring that the helideck and associated operational and emergency

-U

equipment is provided and maintained in good working condition

e) ensuring that all helideck personnel are provided with appropriate personal
protective equipment (PPE)

f) ensuring that the appointed Helicopter Landing Officer carries out his
duties as described by the Safety Management System.

All personal including contractors should wear hi-visibility clothing, safety

shoes, hearing protection muffs and eye protecting glasses.

Helideck Personnel Composition

Issue 01/Rev 00 CAD 1406 – HSR 2-64

 Chapter 2 – Helideck Design & Operations
Helideck operators shall appoint a competent person to establish and
effectively manage all aspects of fire-fighting and rescue, staffing, equipment
and response.

Sufficient competent personnel shall be readily available to respond and

operate the helideck equipment and emergency facilitates at maximum
capacity. These personnel shall be deployed in a way that ensures that
response objectives shall be achieved and that continuous agent application at
the appropriate rate(s) shall be fully maintained.

An organisation shall appoint a trained and certified Helideck Landing Officer

(HLO) and ‘sufficient’ emergency personnel when undertaking helicopter
operations on an off-shore Installation or vessels.

The precise composition of helideck crews required for off-shore helideck

-
operations is a matter for the installation/vessel owner/operator to decide. The

ED
primary objective is to ensure the safety of the helicopter passengers and crew.

To establish the optimum number of helideck personnel for a particular off-

LL
shore operation, the installation owner/operator should carry out a thorough
assessment (Task and Resource Analysis).
O
When conducting this assessment, the following should be considered:
TR

a) The types and size of helicopters using the helideck;

b) Type, design, capacity and discharge rate of a fire-fighting equipment;

N

c) Need for the rescue of helicopter occupants;

O

d) Need to operate ladders, breathing apparatus, fire extinguishers, hand-

lines, and rescue equipment;
C

e) Availability of additional emergency support personnel; and

N

f) Training and Competency levels of helideck personnel.

-U

The helideck owner / operator shall formulate a selection and recruitment

process that identifies the ideal candidate to undertaken such duties.

As a minimum the helideck team comprising of an HLO to supervise the

helideck operations plus a minimum of three Helideck Assistances (HDA) (in
effect a fire-fighting monitor/hand-line operator plus one person to affect any
rescue/evacuation operation).

Members of the flight crew shall not be considered as part of the helideck crew.

Issue 01/Rev 00 CAD 1406 – HSR 2-65

 Chapter 2 – Helideck Design & Operations

In addition to 2.11.5.8, the helideck team should comprise of a Helideck Radio

Operator, with an acceptable level of English to confirm the helideck is available
and ready accept the helicopter and to monitor and respond to any emergency
calls.

Table 3 Example of Minimum Staffing Levels

Role Installation Rigs and Barges
(complexes)

HLO 1 1

HDA 3 3
(Fire-fighting team)

Helideck Radio Operator 1 1

(HRO)

-
ED
Refueller (if required) 3∗ 1

∗ For safe refuelling operations, minimum of 3 personnel is required. One to be at the aircraft

LL
(handling the nozzle), one at the dispenser and another at the pump area

If they are to effectively utilise the equipment provided, all personnel assigned
O
to fire-fighting duties on the helideck shall undergo HERT training to carry out
their duties to ensure competence in role and task.
TR

In addition, regular training in the use of all fire and support equipment,
helicopter familiarisation and rescue tactics and techniques shall be carried out.
N

All such training shall be formally recorded and retained for at least 5-years.
O

Responsibilities of the Helicopter Landing Officer (HLO)

C

The Helicopter Landing Officer (HLO) is responsible for the day-to-day

N

management of the helideck, associated helideck operations and supervision

of the Helideck Assistants and support staff.
-U

The HLO shall exercise immediate and effective control of all persons who are
engaged in helicopter operations, or who are on or near the helicopter landing
area.

The HLO shall immediately report any form of deviation on the helicopter deck
to his immediate superior/installation manager, so that the helicopter operator
may be informed of the situation.

The HLO shall be positioned to be able to observe as best as possible, and

closely monitor, landing and take-off. The HLO shall immediately inform the
pilot via radio or visually if any abnormal situation occurs.

The HLO’s responsibilities should include, but are not necessarily limited to:

Issue 01/Rev 00 CAD 1406 – HSR 2-66

 Chapter 2 – Helideck Design & Operations
a) Overall charge (e.g. supervision) of the helideck and helideck crew.

b) Ensuring pre-operational and post-operational helideck checks are carried

out.

c) Ensuring that on receipt of radio information regarding helicopter arrivals,

helideck facilities are ready to receive the aircraft.

d) Ensuring the safe movement of passengers, baggage, freight and correct

loading of the aircraft.

e) Ensuring correct manifest procedures are used.

f) Initiating fire-fighting and rescue procedures on the helideck, and ensuring

that members of the helideck crew carry out their duties as described in the
SMS.

-
g) Ensuring that Dangerous goods item(s) are handled by trained and certified

ED
personnel
Note. – The HLO may also be responsible for leading the initial response to a
helicopter emergency on an off-shore fixed, mobile, floating installation or
LL
vessel and leading the HDA helideck emergency response team during any
emergency.
O
h) Liaison with the installation/vessel fire teams and ensuring that backup fire-
fighting and rescue procedures are implemented to assist after the initial
TR

stage of an emergency.

i) Briefing the helideck crew on helideck handling and other relevant tasks.
N

j) Ensuring the installation/vessel management, are kept aware of aircraft

O

movements and that cranes in particular have ceased movement whilst

aircraft operations are in progress.
C

k) Ensuring that the 210° OFS is clear of obstructions before giving a

N

helicopter clearance to land.

-U

l) Ensuring that the floodlighting controls (and Status Lights if installed) are
accessible to and controlled by the HLO (or Radio Operator).

m) Ensuring that the refuelling procedures are implemented.

n) Carrying out on-the-job training for trainee Helideck Assistants in

accordance with their SMS.

o) The HLO shall also ensure that:

1) Necessary steps are taken to deny unauthorised persons access to
the helicopter deck prior to take-off and landing.
2) The deck is cleared of loose objects, inflammable substances etc.
3) Necessary personnel are present and at a state of readiness.

Issue 01/Rev 00 CAD 1406 – HSR 2-67

 Chapter 2 – Helideck Design & Operations
4) All equipment and instruments are in place and in full working order.
5) Passengers are held in the safe zone during landing/take off and that
they are given guidance during disembarkation and embarkation.

HLO Identification on PPE Clothing

The HLO should wear identification on his outer PPE clothing to clearly show
he is the responsible person during helideck operations. Either purpose made
reflective markings wearing of a tabard will achieve this.

The tabard should be marked on the front and back with the letters HLO in a
reflective material, and should be clearly visible from a distance. Because of
the potential for static electricity hazards during helideck operations, clothing
made from nylon should not be worn by helideck crew members.

-
Responsibilities of The Helideck Assistant (HDA)

ED
As the HLO is required to be present on the helideck during helicopter arrivals
and departures, the helideck operator shall appoint a 'Helideck Assistant' (HDA)
LL
to assist the HLO with administration of passengers and freight.

The responsibilities of the HDA should include but not be limited to:
O
a) Assisting the HLO in the operation of the helideck.
TR

b) Directing passengers to and from the aircraft.

c) Loading and unloading freight and baggage from the aircraft.

N

d) Operation of fire-fighting and rescue equipment under the direction of the

O

HLO and assisting the HLO in checking fire-fighting and rescue equipment.
C

e) Undertaking other duties around the helideck area as required by the HLO.
N

f) Passenger and freight control before departure and on arrival.

-U

g) Production of complete and accurate passenger and cargo manifests.

h) Support in the preparation of Dangerous Goods manifests.

i) Liaison with the HLO, Radio Operator on helicopter movements and

requirements

Responsibilities of the Helideck Radio Operator (HRO)

Continuous two-way radio communications shall be available between the

helicopter pilot and the helideck operator or an appropriate agent. While not
always possible, it is highly desirable to have a three-way communications link
between the helicopter pilot, the off-shore facility, and a land-based facility.

Issue 01/Rev 00 CAD 1406 – HSR 2-68

 Chapter 2 – Helideck Design & Operations
Radio Operators shall be aware of helicopter operations within the vicinity of
the helideck and should be prepared to pass on relevant information to the
pilots.

Although these will vary amongst operations, the following should be a guide to
Radio Operator procedures:

a) The provision of information and advice for the purpose of assisting the
safe and efficient operation of aircraft. This should include:
1) information when available on other known traffic,
2) weather information,
3) information regarding radio and navigational aids,
4) landing area conditions and associated facilities,

-
5) alerting service, and

ED
6) any other information likely to affect safety.

b) Coordination is required with other agencies as required, including:

1)
2)
other ATS and AFIS units, LL
meteorological services providers,
O
3) operators of aircraft and landing platforms,
TR

4) rescue and fire-fighting emergency services,

5) search and rescue authorities, and
N

6) Malaysian armed forces.

O

c) Local processes may include passing Weather Status Reports to the

helicopter operator, estimated times of arrival, and revisions, to the HLO,
C

confirmation that the deck is ready for arriving helicopters, sending arrival
N

messages, and obtaining flight plan and load details, etcetera.

-U

d) All procedures require to be documented.

Each RO should have an Emergency Procedures Checklist which clearly

displays Alerting Service actions involving overdue or missing aircraft.

On most facilities, fixed and floating, the radio operator (RO) is the initial and
final point of contact between flight crew and the facility. However, as final
approach to the landing area is established, personnel (e.g. HLOs and HDAs)
with portable aeronautical headsets, may be available for guidance to the pilot
as to the status of the landing area. When such personnel are utilised, the use
of this equipment requires that they should be suitably trained.

Issue 01/Rev 00 CAD 1406 – HSR 2-69

 Chapter 2 – Helideck Design & Operations

A major advantage of having a radio-equipped person on the helideck is that

they can maintain visual as well as radio communication during the circuit, final
approach and landing, so assisting the helicopter crew with further positive
identification of the facility and thereby reducing the incidence for a landing on
an incorrect deck. A radio-equipped person is also in a good position to warn
of any developing issues while the helicopter is ‘on deck’.

In order to avoid misunderstandings, hand-over and general R/T procedures

employed should consist of standard R/T phrases and vocabulary only.
Transmissions should be restricted to aviation-related matters only, and radio
discipline strictly maintained. Communications should be kept brief, avoiding
any unnecessary ‘chatter’ on the selected aeronautical frequency and should
be confined to essential dialogue.

Off-shore fixed and floating facilities which have aeronautical radio equipment

-
ED
and/or aeronautical Non-Directional Beacons (NDBs) on them, should ensure
the systems are maintained by competent people. All Aeronautical Frequencies
employed shall be allocated and authorised by the Malaysian Communications
and Multimedia Commission (MCMC).

2.12
LL
Rescue and Fire-Fighting Facilities (Normally manned installation or vessel)
O
General
TR

The principal objective of a rescue and fire-fighting response is to save lives.

For this reason, the provision of a means of dealing with a helicopter accident
N

or incident occurring at or in the immediate vicinity of the landing area assumes

primary importance because it is within this area that there are the greatest
O

opportunities for saving lives. This should assume at all times the possibility of,
and need for, bring under control and then extinguishing a fire which may occur
C

either immediately following a helicopter accident or incident (e.g. crash and

N

burn) or at any time during rescue operations.

-U

The most important factors having a bearing on effective rescue in a survivable

helicopter accident are the speed of initiating a response and the effectiveness
of that response. Requirements to protect accommodation beneath or in the
vicinity of the landing area, a fuel installation (where provided) or the support
structure of the off-shore helidecks are not considered in this chapter, nor is
any additional considerations that may arise from the presence of a second
helicopter located in a parking area.

Due to the nature of off-shore operations, usually taking place over large areas
of open sea, an assessment will need to be carried out to determine if specialist
rescue services and fire-fighting equipment is needed to mitigate the additional
risks and specific hazards of operating over open sea areas. These
considerations will form a part of the helideck emergency plan.

Issue 01/Rev 00 CAD 1406 – HSR 2-70

 Chapter 2 – Helideck Design & Operations
The operational objective of fire-fighting team / crew shall be to achieve a
response to any helicopter incident on the helideck within 1-minute.

Personnel designated to respond to a helicopter incident on the helideck should

be dressed in full fire-fighting PPE and be readily available to respond during
the take-off and landing of the helicopter.

Principle Fire-Fighting Agent (FOAM)

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

helideck rescue and fire-fighting 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 fixed fire-fighting equipment unusable or
prevent the use of some passenger escape routes.

-
ED
Delivery of fire-fighting media to the landing area at the appropriate application
rate shall be achieved in the quickest possible time.

LL
A delay of less than 15 seconds, measured from the time the system is
activated to actual production at the required application rate, should be the
objective. The operational objective shall ensure that the system is able to bring
O
under control a helideck fire associated with a crashed helicopter within 30
TR

seconds measured from the time the system is producing foam at the required
application rate in all weather conditions.
Note. – A fire is deemed to be ‘under control’ at the point when it becomes
N

possible for the occupants of the helicopter to be effectively rescued by trained

fire-fighters.
O

Foam-making equipment shall be of acceptable performance and be suitably

C

located to ensure an effective application of foam to any part of the landing area
N

irrespective of the wind strength/direction or accident location when all

components of the system are operating in accordance with the manufacturer’s
-U

technical specifications.

However, for a Fixed Monitor System (FMS), consideration should 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 finished foam to the
landing area equal to or above the minimum application rate. For areas of the
helideck which, for any reason, may be otherwise inaccessible to an FMS, it is
necessary to provide additional hand-controlled foam lines and branches.

Issue 01/Rev 00 CAD 1406 – HSR 2-71

 Chapter 2 – Helideck Design & Operations

Consideration should 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 from the weather conditions expected. Where protection
is the chosen option, it should not prevent the equipment being brought into use
quickly and effectively.

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.

The foam concentrates compatible with seawater and meeting at least

-
ED
performance level ‘B’ is used. Level B foams should be applied at a minimum
application rate of 5.5 litres per square metre per minute. Certificate of
conformity shall be provided for each batch of foam.
Calculation of Application Rate:
LL
Example for a D-value 22.2 metre helideck.
O
Application rate = 5.5 x Π𝑟𝑟 2
TR

(5.5 x 3.142 x 11.1 x 11.1) = 2130 litres per minute.

Given the remote location of helidecks the overall capacity of the foam system
shall exceed that necessary for initial extinction of any fire. A “five (5) minute”
N

discharge capability is strongly advised.

O

2.12.2.9.1 Calculation of Minimum Operational Stocks:

C

Using the 22.2 metre example as shown: -

N

a) A 1% foam solution discharged over five minutes at the minimum

application rate will require 2130 x 1% x 5 = 107 litres of foam
-U

concentrate.

b) A 3% foam solution discharged over five minutes at the minimum

application rate will require 2130 x 3% x 5 = 320 litres of foam
concentrate.

c) A 6% foam solution discharged over five minutes at the minimum

application rate will require 2130 x 6% x 5 = 639 litres of foam
concentrate.

2.12.2.9.2 100% reserve foam stocks to allow for replenishment as a result of operation
of the system during an incident or following training or testing, shall be
provided.

Issue 01/Rev 00 CAD 1406 – HSR 2-72

 Chapter 2 – Helideck Design & Operations
Wherever non-aspirated foam equipment is selected during design, additional
equipment capable of producing aspirated foam for post-fire security/control
shall be provided.

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 should 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 225-250 litres/min through each hose line.

A single hose line, capable of delivering aspirated foam at a minimum

application rate of 225-250 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 ensure the effective application of foam to
any part of the landing area irrespective of wind strength or direction. The hose

-
ED
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
fire-fighting tactics.

LL
As an effective alternative to a Foam Monitor System (FMS), off-shore
operators are strongly encouraged to consider the provision of a DIFFS. These
O
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
TR

foam to the whole of the landing area and protection for the helicopter for the
range of weather conditions. A DIFFS should be capable of supplying
performance level B or level C foam solution to bring under control a fire
N

associated with a crashed helicopter within the time stated above.

O

Achieving an average (theoretical) application rate over the entire landing area
(based on the D-circle) of 5.5 litres per square metre per minute for level B
C

foams or 3.75 litres per square metre per minute for level C foams, for a duration
N

which at least meets the minimum requirements stated above.

-U

The precise number and layout of pop-up/non pop-up nozzles will be dependent
on the specific helideck design, particularly the dimensions of the critical area.
However, nozzles should 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 should 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 above for performance
level B or C foams that there may be some areas of the helideck, particularly

Issue 01/Rev 00 CAD 1406 – HSR 2-73

 Chapter 2 – Helideck Design & Operations
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. This is acceptable
provided that the actual application rate achieved for any portion of the landing
area does not fall below two-thirds of the rates specified for the critical area
calculation.
Note. – 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 should meet the same application rate and
duration as specified for a performance level B foam DIFFS.

-
In a similar way to where a Foam Monitor System (FMS) is provided, the

ED
performance specification for a DIFFS needs to consider the likelihood that one
or more of the pop-up/non pop-up nozzles may be rendered ineffective by the
impact of a helicopter on the helideck. Any local damage to the helideck,
LL
nozzles and distribution system caused by a helicopter crash should not unduly
hinder the system's ability to deal effectively with a fire situation. To this end a
O
DIFFS supplier shall be able to verify that the system remains fit for purpose, in
being able to bring a helideck fire associated with a crashed helicopter "under
TR

control" within 30 seconds measured from the time the system is producing
foam at the required application rate for the range of weather conditions.
N

If life-saving opportunities are to be maximised it is essential that all equipment

shall be ready for immediate use on, or in the immediate vicinity of, the helideck
O

whenever helicopter operations are being conducted.

C

All equipment shall be located at points having immediate access to the landing
N

area. The location of the storage facilities shall be clearly indicated.

-U

Where a Deck Integrated Fire Fighting System (DIFFS) capable of delivering

foam and/or seawater in a spray pattern to the whole of the landing area. The
provision of additional hand-controlled foam branches may not be necessary to
address any residual fire situation. Instead any residual fire may be tackled with
the use of hand-held extinguishers.

At facilities where DIFFS are fitted, the provision of hand-held fire-fighting

equipment shall be assessed for the rapid intervention for helicopter engine
fires, rotor head fires and cabin fires.

Use and Maintenance of Foam Equipment

Mixing of different concentrates in the same tank, i.e. different either in make
or strength, is unacceptable. Many different strengths of concentrate are

Issue 01/Rev 00 CAD 1406 – HSR 2-74

 Chapter 2 – Helideck Design & Operations
available. Any decision regarding selection should take account of the design
characteristics of the foam system. It is important to ensure that foam
containers and tanks are correctly labelled.

Induction equipment ensures that water and foam concentrate are mixed in the
correct proportions. Settings of adjustable inductors, if installed, should
correspond with strength of concentrate in use.

All parts of the foam production system, including the finished foam, shall be
tested by a competent person on commissioning and annually thereafter. The
tests should assess the performance of the system against original design
expectations while ensuring compliance with any relevant pollution regulations.

2.12.3.3.1 Testing and Inspection

-
Foam systems need to be tested in two ways, firstly by ensuring the system

ED
is in working order and secondly by analysing samples of foam concentrate
and finished foam. The discharge of significant quantities of finished foam to
the sea has potential to pollute the environment. Therefore, the methodology
LL
for testing foam and equipment performance should be carried out with a
view to minimising the potential for pollution.
O
2.12.3.3.2 System Installation Testing
TR

Systems shall be tested and quality assured to ensure that foam (particularly
if 1% foam is used) meets its performance parameters of the design. This
would normally be done onshore, with the finished foam contained and
N

suitably treated. A performance report should be received from the testing

O

authority.
C

2.12.3.3.3 Periodic Testing

N

Routine periodic testing of performance in the off-shore environment shall

be achieved by operating the equipment initially using water only and
-U

subsequently confirming by production of a limited amount of finished foam

captured for testing. Testing of this finished foam and a sample of the foam
concentrate should be conducted by a trained and competent person.
Records of all testing and certificates of foam conformity shall be retained
for all tests.

2.12.3.3.4 Testing Procedures for Foam Systems

There are two tests for the systems, a performance test when commissioned
and an in-service (annual) test.

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 Chapter 2 – Helideck Design & Operations

2.12.3.3.4.1 Foam Production Performance Test

In order to ensure that foam production is of an acceptable standard a

Foam Equipment Performance Test shall be conducted to confirm the
system meets or exceeds design (Acceptance Test”):

2.12.3.3.4.2 When the equipment is installed on a deck.

When significant maintenance, refurbishment or component replacement

has been undertaken that could affect a change in the foam quality or
production performance of the foam-making System. This includes a
change of foam-making branches, nozzles or monitors. Only those parts
of the system that could have been affected by the work undertaken or
the component change need to be tested.

-
The Foam Equipment Performance Test shall confirm the following:

ED
a) The induction percentage for all foam-making devices.

b) The jet range of the monitor/s.

c) LL
The spray pattern of the main monitor/s.
O
2.12.3.3.5 In-Service Test NFPA Foam Test Procedures
TR

2.12.3.3.5.1 In-Service (annual) test shall be conducted to ensure the quality of the
foam concentrate and the performance of the equipment. Samples of
foam concentrate should be representative of the parent stock. Foam
N

drum should be rolled or agitated to produce a consistent mix before

drawing a sample from the top of the drum.
O

2.12.3.3.5.2 For bulk foam storage tanks circulate the contents to produce a consistent
C

mix before taking a sample. Alternatively draw samples from the top,
N

middle and base. Use a hollow tube to take a sample from the middle.
For the base sample use a side-exiting outlet pipe or alternatively run-off
-U

about 25 litres of foam first to remove any accumulated sediment. This

run-off may be returned to the top of the tank. Several samples may be
mixed equally to produce a single composite sample of 500ml.

2.12.3.3.5.3 A small amount of finished foam should also be collected by placing a

sample collector in the discharge area. Sufficient finished foam should be
collected to provide a 500ml sample of foam. This sample should be used
to check the percentage concentration in the finished foam.

2.12.3.3.5.4 Samples should be clearly labelled as concentrate or finished foam,

origin, foam type, and recommended induction rate.

2.12.3.3.5.5 The tests should confirm that the system produces foam, within permitted
tolerances, to the original technical specifications.

Issue 01/Rev 00 CAD 1406 – HSR 2-76

 Chapter 2 – Helideck Design & Operations
2.12.3.3.5.6 The foam production equipment should be activated using water only to
confirm the jet range and spray pattern of the system.

Complementary Media

While foam is considered the principal fire-fighting agent for dealing with fires
involving fuel spillages, the wide variety of fire incidents likely to be encountered
during helicopter operations – e.g. engine, avionic bays, transmission areas,
hydraulics – may require the provision of more than one type of complementary
agent.

Dry powder and gaseous agents are generally considered acceptable for this
task. Systems should be capable of delivering the agents through equipment
which will ensure effective application.

-
The dry powder shall be provided as the primary complementary agent. For

ED
helidecks up to and including 16.0m the minimum total capacity should be 23kg
delivered from one or two extinguishers. For helidecks above 16.0m and up to
24.0m, the minimum total capacity should be 45kg delivered from one or two
LL
extinguishers. For helidecks above 24.0m the minimum total capacity should
be 90kg delivered from two, three or four extinguishers. The dry powder system
should have the capacity to deliver the agent anywhere on the landing area and
O
the discharge rate of the agent should be selected for optimum effectiveness of
TR

the agent. Containers of sufficient capacity to allow continuous and sufficient

application of the agent should be provided.
N

The use of a gaseous agent, preferably carbon dioxide or equivalent in addition

to the use of dry powder as the primary complementary agent. Therefore, in
O

addition to dry powder specified, a quantity of gaseous agent shall be provided

with a suitable applicator for use on engine fires. The appropriate minimum
C

quantity delivered from one or two extinguishers is 9 kg for helidecks up to and

N

including 16.0m, 18 kg for helidecks above 16.0m and up to 24.0m, and 36 kg

for helidecks above 24.0m. The discharge rate should be selected for optimum
-U

effectiveness of the agent.

All applicators are to be fitted with a mechanism which allows them to be hand
controlled. Consideration needs to be given to the height of helicopter fire
access panels and engine intakes when selecting fire-extinguisher applicators.

Dry chemical powder should be of the ‘foam compatible’ type.

The complementary agent extinguishers should be sited so that they are readily
available at all times.

100% reserve stocks of complementary media to allow for replenishment as a

result of activation of the system during an incident, or following training or
testing, shall be held.

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 Chapter 2 – Helideck Design & Operations
Complementary agents shall be subject to annual visual inspection by a
competent person and pressure testing in accordance with manufacturers’
recommendations.

All fire extinguishers shall be tested and inspected.

The Management of Extinguishing Media Stocks

Consignments of extinguishing media should be used in delivery order to

prevent deterioration in quality by prolonged storage.

For delivery of foam or complementary media a certificate of conformity shall

be provided and retained for auditing purposes.

The mixing of different types of foam concentrate may cause serious sludging

-
and possible malfunctioning of foam production systems. Unless evidence to

ED
the contrary is available it should be assumed that different types are
incompatible. In these circumstances it is essential that the tank(s), pipework
and pump (if fitted) are thoroughly cleaned and flushed prior to the new
concentrate being introduced.
LL
Consideration should be given to the provision of reserve stocks for use in
O
training, testing and recovery from emergency use.
TR

Rescue Equipment

In some circumstances, lives may be lost if simple ancillary rescue equipment

N

is not readily available.

O

As a minimum, the provision of the equipment listed in table 3A shall be

provided at each facility.
C

Table 3A : Rescue equipment – Crash box with breakable tie on the lid
N

Adjustable wrench 1
-U

Rescue axe, large (non-wedge or aircraft type) 1

Cutters, bolt 1
Crowbar, large 1
Hook, grab or salving 1
Hacksaw (heavy duty) and six spare blades 1
Blanket, fire resistant 1
Ladder (two-peiece)* 1
Life lines (5 mm circumference x 15 m in length) plus rescue harness 1
Pliers, side cutting (tin snips) 1
Set of assorted screwdrivers 1
Harness knife and sheath or harness cutters** **
Man-Made Mineral Fibre (MMMF) filter masks** **
Gloves, fire resitant** **
* For access to causalities in an aircraft on its side.
** This equipment is required for each helideck crew member

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 Chapter 2 – Helideck Design & Operations

Sizes of equipment are not detailed in the table 3A above, but should be
appropriate for the types of helicopter expected to use the facility.

Rescue equipment should be stored in clearly marked and secure watertight

cabinets or chests. An inventory checklist of equipment shall be held inside
each equipment cabinet/chest.

A responsible person shall be appointed to ensure that the rescue equipment

is checked and maintained regularly.

Rescue equipment shall be inspected and tested in accordance with CAAM

requirements and records maintained throughout the life of the equipment.

Rescue personal shall be given every opportunity to familiarise/train

themselves with this equipment. Records of this type of training shall be

-
retained for each individual.

ED
Personal Protective Equipment (PPE)

LL
All responding rescue and fire-fighting personnel shall be provided with
appropriate PPE to allow them to carry out their duties in an effective manner.
O
Sufficient personnel to operate the RFF equipment effectively should be
dressed in protective clothing prior to helicopter movements taking place.
TR

For the selection requires element of PPE to be suitable and safe for intended
use, maintained in a safe condition and inspected to ensure it remains fit for
N

purpose. In addition, equipment should only be used by personnel who have

received adequate information, instruction and training. PPE should be
O

accompanied by suitable safety measures (e.g. Protective devices, markings

C

and warnings). Appropriate PPE shall be determined through a process of risk

assessment.
N

Facilities should be provided for the cleaning, drying and storage of PPE when
-U

crews are off duty. These facilities should be well ventilated, and secure. The
drying of PPE should not be by direct sunlight exposure.

A responsible person(s) shall be made accountable to ensure that all PPE is

installed, stored, used, checked and maintained in accordance with the
manufacturer’s instructions.

The specifications for PPE should meet one of the standards in Table 4:

Issue 01/Rev 00 CAD 1406 – HSR 2-79

 Chapter 2 – Helideck Design & Operations

Table 4. Specification for PPE

Respiratory Protective Equipment Breathing Apparatus (BA)

Helideck Emergency Team members attending a helicopter crash/fire may

-
require Respiratory Protective Equipment (RPE). Fire-fighters required to enter

ED
a smoke-filled cabin shall be provided with RPE of an approved design for the
anticipated hazardous environment. In selecting RPE careful consideration
shall be given into the design, function, duration, servicing, and repairs and
testing of the equipment. LL
O
Further consideration shall be given to the manufacturer’s instructions for use
and the need to achieve an adequate facemask seal. Those persons required
TR

to enter and work in a toxic atmosphere will need to have a facemask fit
assessment carried out to ensure positive pressure within the facemask can be
achieved.
N

A process of command and control of those persons nominated to wear

O

breathing apparatus during training or operational incident shall be formulated

and implemented on each occasion.
C
N

Fire-fighters required to wear BA must maintain the area of the seal free from
hair (facial or head). Failure to do so will impair the efficiency of the seal and an
-U

avoidable safety hazard to the BA wearer.

It is essential that a high level of competency in the use of breathing apparatus

equipment is achieved and maintained by those fire-fighters nominated to wear
breathing apparatus.

2.13 Helideck Emergency Response Manual (ERM)

General
Note. — Helideck emergency planning is the process of preparing a helideck to
cope with an emergency that takes place at the helideck or in its vicinity. Examples
of emergencies include crashes on or off the helideck, medical emergencies,
dangerous goods occurrences, fires and natural disasters.

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 Chapter 2 – Helideck Design & Operations
The purpose of helideck emergency planning is to minimise the impact of an
emergency by saving lives and maintaining helicopter operations.
The Helideck Emergency Response Manual (ERM) sets out the procedures for
coordinating the response of helideck agencies or services (i.e. air traffic services
unit, firefighting services, helideck administration, Helicopter Emergency Medical
Services (HEMS), Search and Rescue (SAR), helicopter operators, security
services and police), that could be of assistance in responding to the emergency.

The Helideck Emergency Response Manual for off-shore installations and

vessels should set out the emergency duties and responses for the
management of the HLO, helideck and fire-fighting teams, the requirements for
emergency drills and exercises, and the training and assessment of personnel.

A Helideck Emergency Response Manual shall be established commensurate

with the helicopter operations and other activities conducted at the helideck.

-
ED
The ERM shall identify agencies which could be of assistance in responding to
an emergency at the helideck or in its vicinity.

LL
All agencies identified in the ERM should be consulted about their role for an
emergency response.
O
The ERM should provide for the coordination of the actions to be taken in the
event of an emergency occurring at a helideck or in its vicinity.
TR

The ERM should include, as a minimum, the following information:

N

a) the types of emergencies planned for;

O

b) how to initiate the plan for each emergency specified;

c) the name of agencies on and off the helideck to contact for each type of
C

emergency with telephone numbers or other contact information;

N

d) the role of each agency for each type of emergency;

-U

e) a list of pertinent on-helideck services available with telephone numbers or

other contact information;

f) copies of any written agreements with other agencies for mutual aid and
the provision of emergency services; and

g) location and references to installation(s).

The ERM should contain procedures for all emergency scenarios where
helicopters may be involved. Procedures can range from dealing with major
accident events and precautionary situations that occur on the installation and
vessel to providing helicopter support for emergencies arising elsewhere.

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 Chapter 2 – Helideck Design & Operations

Scenarios to consider are:

2.13.1.8.1 The following events that may occur on the installation or vessel but not
limited to:

a) Helicopter crash on the helideck (with or without fire and fuel spillage).

b) Engine fire on helicopter.

c) Fire in the helicopter cabin.

d) Off-shore Installation or vessel on fire.

e) Fire during helicopter refuelling operations.

f) Aviation refuelling fire.

g) An emergency or precautionary landing.

-
ED
h) An attempted wheels-up landing.

i) Evacuation and emergency movement (e.g. Medevac) by helicopters.

2.13.1.8.2
j)
LL
Helicopter use for man over-board.

The following events that may occur near the installation or vessel but not
O
limited to:
TR

a) Helicopter ditching near to off-shore Installation or vessel.

b) Inter-installation/vessel emergency support.

N

c) Search and Rescue (SAR) duties and contingencies.

O

2.13.1.8.3 In addition, the following events should also be considered for inclusion in
the ERM, in so far as they may severely impact flight safety or the use of
C

helicopters in the event of an emergency response (e.g. an evacuation) but

N

not limited to:

-U

a) Obstructed helideck.

b) Wrong deck landing.

c) Installation, MODU or vessel status changes with helicopter on deck.

Personnel assigned to off-shore helideck activities and the related emergency

duties should receive appropriate training and their competence assessed with
reference to provision 2.13.2.

The ERM should be reviewed and the information in it updated at least yearly
or, if deemed necessary, after an actual emergency, so as to correct any
deficiency found during actual emergency.

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 Chapter 2 – Helideck Design & Operations

Helideck and Vessel Emergency Procedure

Procedures shall be developed for a variety of helideck fire-fighting, evacuation

and rescue scenarios, and shall be included in the ERM.

The procedures should be written to encourage the full use of available fire-
fighting appliances, rescue equipment and resources to best advantage. The
ERM should include all elements for both on and off-shore co-ordination and
support. The aerodrome manager shall have measures in place to ensure
compliance to procedures laid down.

2.13.2.2.1 Crash on Helideck

In the event a crash on the helideck, the HLO shall:

a) Raise the alarm.

-
ED
b) Direct first response helideck fire-fighting and rescue activities. On
some installations and vessels, the arrival on scene of an appointed
emergency coordinator may signal handover of responsibilities after the

c)
initial response.
LL
Contact the installation/vessel operator at the earliest opportunity.
O
d) Establish and maintain contact with the radio room, Central Control
TR

Room (CCR) or incident room throughout any subsequent fire-fighting

and rescue operations.

e) Report incident to the CAAM.

N
O

2.13.2.2.2 Crash on Helideck, Major Spillage with No Fire

C

In the event of a crash on helideck with a major spillage but no fire, the HLO
shall:
N

a) Raise the alarm.

-U

b) Direct helideck Fire Team to lay a foam blanket around and under the
aircraft.

c) Direct/manage the evacuation of the helicopter.

d) Establish and maintain contact with the radio room/CCR/incident room

as required.

e) Contact the installation/vessel operator at the earliest opportunity.

f) Ensure fire team safety and support is provided.

g) Report incident to the CAAM.

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 Chapter 2 – Helideck Design & Operations
2.13.2.2.3 Significant Fuel Spillage, Rotors Turning (Hot Fuelling)

In the event of a significant fuel spillage with rotors turning, the HLO shall:

a) Immediately ensure that no further fuel is delivered to the aircraft.

b) Inform the pilot of the circumstances. The pilot will decide whether to
shut down or take-off.

c) Once the aircraft has taken off or shut down, direct the hosing down of
the helideck with water to wash away the fuel prior to any further
operations. Such actions the HLO shall consider the environmental
impact. Conditions should be provided to contain all spilled fuel.

d) If the aircraft remains on deck, care must be taken not to spray the
aircraft with foam/salt water.

-
e) Report incident to the CAAM.

ED
2.13.2.2.4 Emergency Evacuation by Helicopter

a)
LL
In the event of evacuation by helicopter, the HLO shall:

Prepare the helideck to receive incoming aircraft.

O
b) Establish pay-loads as each aircraft approaches and inform
TR

administration of the number of passengers required on deck.

c) As each aircraft departs, report to administration the number of

evacuees lifted off.
N

d) Report incident to the CAAM.

O

2.13.2.2.5 Man Over-board

C

In the event of a man overboard, the HLO shall:

N

a) If there is a helicopter available on deck equipped for winching or

-U

required for search activities, be prepared for it to take off when

requested.

b) If the helideck is not in use, prepare the helideck for operations and
stand by to receive an incoming SAR aircraft if it is diverted to the
installation, MODU or vessel.

c) Inform vessels standing by of anticipated helicopter movements.

d) Maintain communication with the radio room/CCR/incident room.

2.13.2.2.6 Emergency or Precautionary Landing

In the event of an emergency or precautionary landing, the HLO shall:

a) Contact the installation operator at the earliest opportunity

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 Chapter 2 – Helideck Design & Operations
b) Instruct any aircraft on deck to take off, and hold off any incoming
aircraft.

c) Instruct cranes to lay down loads, and move jibs to a safe position.

d) Confirm that the approach and overshoot areas are clear and in the case
of vessels, if possible, turn the vessel onto appropriate heading for an
optimum approach by helicopter.

e) Ensure that rescue and fire-fighting (RFF) equipment is ready for instant
use.

f) Ensure fire-fighting and rescue teams are standing by and are correctly
dressed for fire-fighting/rescue response actions.

g) Ensure complementary fire-fighting media are also to hand.

-
h) Inform the radio room that the deck is clear and ready to receive the

ED
aircraft, maintain contact with the radio room.

i) Report incident to the CAAM.

2.13.2.2.7 Helicopter Incident on Landing LL

O
In the event of a helicopter incident on landing, the HLO shall:

a) Hold the helicopter on deck and advise the pilot of his observations.
TR

b) Inform the helicopter operator of the nature of the incident.

c) Contact and inform the installation/vessel operator at the earliest

N

opportunity.
O

d) The helicopter operator and pilot will decide if the flight is to proceed.
C

e) Report incident to the CAAM.

N

2.13.2.2.8 Dangerous Goods Spill/Release

-U

In the event a Dangerous Goods Spill/Release the HLO shall:

a) Raise the alarm.

b) Direct first response helideck emergency crews to contain the spillage

if possible – wearing appropriate PPE.

c) Evacuate the helideck and surrounding area, taking into account wind
direction and surface slope.

d) Contact the installation/vessel operator at the earliest opportunity.

e) Establish and maintain contact with the radio room, CCR or incident
room throughout.

f) Seek further information on the hazardous substance.

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 Chapter 2 – Helideck Design & Operations
g) Ensure limited contamination.

h) Ensure area is fully cleaned once the spillage/release is contained.

i) Ensure all affected personnel are not contaminated, decontamination

may be required.

j) Ensure all affected equipment remains/is fit for purpose.

k) Report the incident to the CAAM.

2.14 Training

General

If they are to effectively utilise the equipment provided, all personnel assigned
to operational duties on a helideck shall be trained to carry out their duties to

-
ensure competence in role and task.

ED
All Aerodrome Managers, helideck crew and HRO shall fulfil the training
syllabus.
LL
Note. – The guidance for training syllabus can be referred to Chapter 5 (CAD
1406 - HSR).
O
For foreign mobile installations/vessels entering Malaysian waters, their
TR

helideck crew training shall meet industry standards such as OPITO.

Note. – the crew’s training records must be provided to the Helideck Inspection
Company (HIC) for verification and surveillance.
N

In addition to 2.14.1.2, all personnel assigned to operational duties on a

O

helideck shall be required to attend Dangerous Goods (DG) awareness

C

training.
N

2.15 Meteorological Equipment Provision

-U

General

Accurate, timely and complete meteorological observations are necessary to

support safe and efficient helicopter operations. It is recommended that
manned fixed and floating facilities and vessels are provided with an automated
means of ascertaining the following meteorological information at all times:

a) wind speed and direction (including variations in direction);

b) air temperature and dew point temperature;

c) atmospheric pressure (QNH and, where applicable, QFE);

d) cloud amount and height of cloud base (above mean sea level (AMSL));

e) visibility and;

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 Chapter 2 – Helideck Design & Operations
f) present weather.

Where a fixed manned facility is in close proximity to another fixed manned

facility, it may not be deemed necessary for every facility to provide the above
equipment, providing that those facilities which are so equipped make their
information routinely available to the others. For these ‘other’ facilities, a manual
means of verifying and updating the reported elements of an observation, i.e.
cloud amount and height of base, visibility and present weather, may be used.
For Normally Unmanned installations (NUI), it may be acceptable just to provide
the basic elements of wind, pressure, air temperature and dew point
temperature information.
Note 1. – close proximity is defined as two or more forms that are linked
together by bridge(s).

Contingency meteorological observing equipment providing manual

-
ED
measurements of air and dew point temperatures, wind speed direction and
pressure is recommended to be provided in case of the failure or unavailability
of the automated sensors. It is recommended that personnel who carry out

LL
meteorological observations undergo appropriate training for the role and
complete periodic refresher training to maintain competency.
O
Where required, for example for those helicopters which have remained
overnight, access to meteorological forecasts, special observations, weather
TR

warnings and SIGMETS should be available.

Equipment sensors used to provide the data listed in paragraph 2.15.1.1. a) to

N

f) should be periodically (annually) inspected, tested and calibrated in

accordance with manufacturers’ recommendations in order to demonstrate
O

continuing adequacy for purpose.

C

2.16 Deck Motion Reporting and Recording

N

Note. – All primary and back-up sensors should be serviced by an engineer on at

-U

least an annual basis. Calibration should take place according to the instrument
manufacturer's recommendation. Cleaning and routine maintenance should take
place according to the instrument manufacturer's guidance; however, due to the
harsh offshore environment, cleaning routines may have to be increased in certain
conditions.

Guidance Material

Floating facilities and vessels experience dynamic motions due to wave action
which represent a potential hazard to helicopter operations. Although the ability
of a floating facility or vessel to sometimes manoeuvre may be helpful in
providing an acceptable wind direction in relation to the helideck/shipboard
helideck location, it is likely that floating facilities and vessels will still suffer
downtime due to excessive deck motions. Downtime can be minimised by
careful consideration of the location of the landing area at the design stage.

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 Chapter 2 – Helideck Design & Operations
However, to a greater or lesser degree floating facilities and vessels remain
subject to movement at the helideck in pitch and roll, in deck inclination and in
heave (usually measured as rate of heave).

It is necessary for these motions to be recorded by the use of an electronic

Helideck Motion System (HMS) and reported as part of the overall off-shore
weather report (refer to provision 2.15), prior to landing and during helicopter
movements. An HMS should be equipped with a colour-coded display which
allows a trained operative to easily determine whether the landing area is ‘in-
limits’, or is ‘out of limits’; or is moving towards a condition where it may soon
be ‘out-of-limits’. Motions at the helideck should be reported to the helicopter
operator to an accuracy of one decimal place. The helicopter pilot, in order to
make vital safety decisions, is concerned with the amount of ‘slope’ on and the
rate of movement of the helideck surface. It is therefore important that reported
values are only related to the true vertical and do not relate to any false datum

-
ED
created, for example, by a ‘list’ created by anchor patterns or displacement.

Ongoing research indicates that the likelihood of a helicopter tipping or sliding

whilst touched down on a helideck or shipboard helideck (especially with rotors
LL
running ‘turning and burning’ on the landing area) is directly related to helideck
accelerations and to the prevailing wind conditions. Ideally a Helideck Motion
O
System should incorporate additional software which allows for ‘on-deck’
Motion Severity and Wind Severity Index limits to be recorded and
TR

communicated to aircrew; in a similar way that pre-landing limits are

disseminated to a pilot.
N

To provide air crew with a visual indication of the current status of a

helideck/shipboard helideck it may be helpful to employ a traffic light system
O

consisting of three lights mounted at three to four locations around the edge of
C

a helideck. These lights should avoid the use of the colour green (green is used
for TLOF perimeter lights), but could consist of blue/amber and red — where
N

blue is ‘safe within limits’, amber is ‘moving out of limits towards an unsafe
condition’ and red is ‘out of limits — unsafe condition’.
-U

2.17 Helicopter operations support equipment

General

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

a) chocks and tie-down strops/ropes (strops are preferable);

b) heavy-duty, calibrated, accurate scales for passenger baggage and freight

weighing;

c) a suitable power source for starting helicopters if helicopter shut-down is

seen as an operational requirement;

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 Chapter 2 – Helideck Design & Operations
d) spill kit; and

e) equipment for clearing the helicopter landing area of snow and ice and
other contaminants.

Chocks should be compatible with helicopter undercarriage/wheel

configurations. Helicopter operating experience offshore has shown that the
most effective chock for use on helidecks is the ‘NATO sandbag’ type.
Alternatively, ‘rubber triangular’ or ‘single piece fore and aft’ type chocks may
be used as long as they are suited to all helicopters likely to operate to the
helideck. The ‘rubber triangular’ chock is generally only effective on decks
without nets.

For securing helicopters to the helideck it is recommended that adjustable tie-

down strops are used in preference to ropes. Specifications for tiedowns should

-
be agreed with the helicopter operators.

ED
Communication

LL
VHF radio shall be made available in the radio room for the purpose of
communication between the helicopter flight crew and Helideck Radio Operator
(HRO). Radio log shall be administered accordingly and kept for at least 3
O
months.
TR

Note. – if the system in place is unable to maintain 3 months of the radio log,
alternate means shall be present to CAAM for approval.

Helicopter Landing Officer (HLO) should be equipped with portable VHF and
N

appropriate head set tuned to the local frequency for the Installation.
O

Any person who operate VHF radio and in communication with helicopter in
C

flight shall be suitably trained and must be able to demonstrate competence

when conducting aeronautical VHF communications.
N

Note. - Under no circumstances should the HLO or HRO assume the role or
-U

authority of an air traffic controller. They may only act in an advisory capacity.

Aeronautical telecommunication facilities

Aeronautical radio equipment and/or aeronautical Non-Directional Radio

Beacon (NDBs) installation at offshore fixed installations, mobile installations
and vessels shall obtain prior approval from the CAAM.

Verification flight on NDB shall be conducted annually by the helicopter

operator.
Note. – Provision of NDB on fixed installations, mobile installations and vessels
is not mandatory. The need to have such facility are to be discussed with the
helicopter operators.

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 Chapter 2 – Helideck Design & Operations
Helicopter operations to helidecks that are Sub-1D

An aeronautical study or risk assessment shall be conducted by, or on behalf

of, an offshore helicopter operator when intending to service helidecks using
helicopters with Design-D greater than the D-Value of the helideck

Risk assessment for sub-1D operations may be considered only in the following
circumstances and/or conditions:

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.

Helideck provide a load bearing surface, represented by the TLOF, of between

0.83D and 1D, where:

-
ED
2.17.4.4.1 a minimum 1D circle, representing the FATO, is assured for the containment
of the helicopter.

2.17.4.4.2

2.17.4.4.3
LL
LOS extends from the periphery of the FATO, not the TLOF

non-load-bearing area between the TLOF perimeter and the FATO

O
perimeter is entirely free of ‘non-permitted’ obstacles
TR

2.17.4.4.4 any object essential for the operation located on or around the TLOF
perimeter shall not exceed obstacle height limitations set out in provision
2.17.5.
N

The size of the landing area should not be less than minimum dimensions
O

prescribed in the approved rotorcraft flight manual supplement.

C

Helideck on a fixed offshore installation whether a permanently manned

N

installation (PMI) or normally unmanned installation (NUI). An installation or vessel

that is subject to dynamic motions exceeding stable deck criteria in pitch, roll and
-U

heave are not be considered.

Not to be considered for helidecks below 0.83D or mobile helidecks below 1D.

2.18 Helicopter Refuelling Operations

General

It is essential to ensure at all times that aviation fuel delivered to helicopters

from off-shore facilities and vessels is of the highest quality. A major contributor
towards ensuring that fuel quality is maintained, and contamination prevented,
is to provide clear unambiguous product identification on all system
components and pipelines denoting the fuel type (e.g. Jet A-1) following the
standard aviation convention for markings and colour code. Markings should

Issue 01/Rev 00 CAD 1406 – HSR 2-90

 Chapter 2 – Helideck Design & Operations
be applied initially during systems manufacture and routinely checked for clarity
during subsequent maintenance inspections.

It should be noted that an off-shore fuelling system may vary according to the
particular application for which it was designed. Nevertheless, the elements of
all off-shore fuelling systems are basically the same and will include:

a) storage tanks;

b) static storage facilities, and if installed, a sample reclaim tank;

c) a pumping system and;

d) a delivery system

When preparing a lay-out design for aviation fuelling systems on off-shore

facilities and vessels it is important to make provisions for suitable segregation

-
ED
and bunding of the areas set aside for the tankage and delivery system.
Facilities for containing possible fuel leakage and providing fire control should
be given full and proper consideration, along with adequate protection from

LL
potential dropped objects. The design of the elements of an off-shore fuelling
system is not addressed in detail in the Heliport Design and Services Manual.
O
Fuel storage, handling and quality control are key elements for ensuring, at all
times, the safety of aircraft in flight. For this reason, personnel assigned
TR

refuelling responsibilities should be certified as properly trained and competent

to undertake systems maintenance, inspection and fuelling of helicopters.
N

Throughout the critical processes of aviation fuel system maintenance and

fuelling operations, routine fuel sampling is required to ensure delivered fuel is
O

scrupulously clean and free from contamination that may otherwise enter
C

helicopter fuel tanks and could ultimately result in engine malfunctions.

N

Fuel samples drawn from transit/static storage tanks and the fuel delivery
system should be retained in appropriate containers for a specified period. The
-U

containers should be kept in a secure light-excluding store and kept away from
sunlight until they are disposed of.

The refuelling system should be subject to daily and weekly checks by

competent offshore fuelling personnel to ensure sustained operability and
satisfactory fuel quality.

The refuelling system should normally be inspected every three months by an

authorised Service Engineer on behalf of a Refuelling System Service Provider,
contracted by the offshore asset owner or duty holder to inspect and certify the
system is fit for uplifting fuel by the helicopter operator.
Note 1. – Inspection in this context is not to be confused with Auditing. It is
physical intervention / trades supervision by a fully trained and competent

Issue 01/Rev 00 CAD 1406 – HSR 2-91

 Chapter 2 – Helideck Design & Operations
engineer for determining condition and replacement of key system
components, prior to certifying the system is fit for purpose.
Note 2. – An authorised Service Engineer is defined as an individual that is
independent from the HIC, who’s employing company can demonstrate that the
individual is technically qualified, competent and has relevant experience on
the offshore refuelling systems, components and equipment subjected to
examination and verification.
Note 3. – On some installations, Aerodrome manager may require specific work
activities to be undertaken by an on-board maintenance team member (e.g. an
electrician or mechanic) as part of the maintenance management plan. In such
cases, the work undertaken by the Aerodrome manager should not include
activities for breaking into system fuel containment, without receipt of written
approval from the authorised / certifying Refuelling System Service Provider.
Any work done may additionally require inspection and verification following
completion

-
ED
The function of refuelling system inspection is twofold; firstly, it allows
necessary scheduled invasive and specialist work-scopes to be carried out by
an approved Service Engineer, and secondly, it provides system certification
LL
on completion of a successful inspection.

No system should exceed four months between successive inspections and

O
certification may be withdrawn if the system is not maintained in accordance
TR

with the requirements.

N
O
C
N
-U

Issue 01/Rev 00 CAD 1406 – HSR 2-92

 Chapter 3 – Helideck Inspection Company

3 Helideck Inspection Company

3.1 General

Helideck Inspection Company (HIC) shall have an aviation focused safety

management organisation structure in place to enable an effective safety oversight
of the helidecks for which the company is responsible.

HIC is the primary accountable company for the safety oversight of helideck
operator.

The HIC shall be required to provide access to the helideck for Authorised Officer.

The HIC shall be required to provide access to all safety related documents for the
purpose of regulatory oversight to the CAAM.

-
ED
3.2 Requirements for a Safety Management Organisation Structure

The safety management and quality assurance systems shall be documented and
shall include the following:

a)
LL
Clearly defined lines of responsibility and accountability throughout the
O
company, including a direct accountability for safety on the part of senior
management.
TR

b) A statement of accountabilities – with named responsible persons:

Accountable Manager, and those responsible for Safety and Quality
Assurance; Operations; Maintenance.
N

c) A safety assessment: The HIC shall develop, implement and maintain a

O

process that ensures analysis, assessment, and acceptable control of the

C

safety risks associated with identified hazards.

N

d) A description of the overall philosophies and principles of the organisation with

regard to aviation safety, referred to as the “Safety Policy”, signed by the
-U

Accountable Manager; this shall include a clear statement about the provision
of the necessary resources for the implementation of the safety policy and
achievement of the safety objectives.

e) A policy statement and documented agreement between the HIC and the
named helideck operators for the system of safety oversight.

f) A policy to ensure that the HIC’s audit team are sufficiently trained and
qualified for the planned tasks and activities to be performed.

g) The means to verify the safety performance of the organisation in reference

to the safety performance indicators and safety performance targets of the
safety management system, and to validate the effectiveness of safety risk
controls.

Issue 01/Rev 00 CAD 1406 – HSR 3-1

 Chapter 3 – Helideck Inspection Company
h) A formal process to review the safety management system, identify the
causes of substandard performance of the management system, determine
the implications of such substandard performance in operations, and eliminate
or mitigate such causes.

Policy and procedures for the oversight of helidecks shall be documented and shall
include the following:

a) A current list of helideck operators and data for each fixed facility, detailing:
helideck name, type, owner, limitations, validity of certificate and location.

b) A policy and procedure for the audit process and content, (i.e. audit scope,
audit periodicity; audit plan; audit programme; definition of findings).

c) A policy and procedure for the follow-up process on audit findings, (i.e. actions
to be taken for safety critical issues; identifying causal factors and corrective

-
actions; agreement on action plans; agreement on timescales).

ED
d) A policy and procedure for notification of safety critical issues / findings to
stakeholders and the CAAM.

e)

f)
LL
A policy and procedure for document control of audits, reports and records.

A policy and procedure for investigations (safety incidents and accidents).

O
g) A policy and procedure for communicating with the CAAM.
TR

h) An Audit Programme.

i) An Audit Plan.
N

Note. – the audit programme must contain surveillance audit(s) carried out on
O

helideck operators. It is recommended to conduct atleast one surveillance audit

annually.
C

The audit team or person shall include the following:

N

a) Demonstration impartiality from helideck operators. This shall be achieved

-U

through separation, at functional level between the HIC and the helideck
operators.

b) To be of sufficient number of qualified personnel to perform their allocated

tasks and have the necessary knowledge, experience, initial, on-the-job and
recurrent training to ensure continuing competence.

c) That the person responsible for the compliance monitoring and quality
assurance may perform all audits and inspections himself/herself, or appoint
one or more auditors by choosing personnel having the related competence.

Issue 01/Rev 00 CAD 1406 – HSR 3-2

 Chapter 3 – Helideck Inspection Company
The HIC shall establish a training programme for its helideck inspectors, and a
plan for its implementation. The training programme should include at least the
following:

a) aviation legislation, organisation, and structure;

b) the applicable requirements and procedures;

c) safety management systems, including safety assurance principles;

d) audit technique;

e) change management;

f) aeronautical studies and reporting techniques;

g) helideck inspection awareness course;

-
h) evaluation and review of helideck manuals;

ED
i) human factors principles;

j) helideck design;

k) LL
helideck signs, markings and lighting;
O
l) helideck maintenance;

m) helideck operations, including:

TR

1) obstacle assessment;
2) rescue and firefighting;
N

3) emergency planning;
4) adverse weather operations;
O

5) wildlife management;
C

6) helideck safety management;

7) handling of dangerous goods;
N

8) fuel, facilities, storage and handling; and

-U

n) other suitable technical training appropriate to the role and tasks of the
personnel.

HIC shall ensure that training records for helideck inspectors are to be retained
and available for the CAAM audit.

3.3 Required Communication with the CAAM

The HIC shall provide the CAAM with following, on request:

a) a current list of helidecks operators’ companies and data for each fixed facility.

b) the Annual Audit Programme.

c) Safety assessment of non-compliant, including all safety critical issues with

actions and mitigations.

Issue 01/Rev 00 CAD 1406 – HSR 3-3

 Chapter 3 – Helideck Inspection Company
d) Any other information required from time to time.

3.4 Application for Helideck Inspection Company Approval

The application for helideck inspection company approval shall be submitted to

the CAAM. To apply, the applicant shall fill up the Helideck Inspection Company
Approval Form (CAAM/ASD/HICAF/1) and send it to:

CIVIL AVIATION AUTHORITY OF MALAYSIA

Level 8, Galeria PJH
Persiaran Perdana, Presint 4
62100 Putrajaya
Wilayah Persekutuan Putrajaya
62518 Putrajaya.

-
ED
3.5 Approval of Helideck Inspection Company

After successful completion of the processing of the application and the evaluation
of the helideck inspection company, the CAAM when granting the approval, will
LL
endorse the conditions for the helideck inspection company and other details as
shown in the approval.
O
The approval of helideck inspection company shall be valid for two (2) years or as
TR

may be determined by the CAAM, until it is suspended, revoked or cancelled,

whichever is earlier.
N

An application to renew an approval of helideck inspection company shall be made

in writing to the CAAM and shall be made not less than sixty (60) days before the
O

date of expiration and shall be in accordance set forth by the CAAM.

C

The approval shall not be transferable to any other person.

N

The CAAM may change or vary the approval when:

-U

a) There is a change in the condition of the approval;

b) There is a change in the particulars of helideck inspection company; or

c) Upon request by the helideck inspection company.

3.6 Surveillance of Approved Helideck Inspection Company

The CAAM shall conduct surveillance audit/inspection for the purpose to ensure
that the helideck inspection company continues to comply with relevant Directives
or Guidance from time to time.

The surveillance process shall comprise but not limited to:

a) Announced Scheduled audit/inspection;

Issue 01/Rev 00 CAD 1406 – HSR 3-4

 Chapter 3 – Helideck Inspection Company
b) Announced Non-scheduled audit/inspection;

c) Unannounced Scheduled audit/inspection; or

d) Unannounced Non-scheduled audit/inspection.

The helideck inspection company shall cooperate and facilitate with the Authorised
Officer in surveillance audit, and all documentation and records relevant to the
helideck inspector shall be made available to facilitate the audit/inspection.

The helideck inspection company shall ensure that training records are to be
retained and available for the audit/inspection.

The CAAM may suspend or revoke the approval of helideck inspection company
granted at any time where the helideck inspection company fails to comply with
the provisions set forth in the Civil Aviation Act, Civil Aviation Regulations 2016,

-
Civil Aviation (Aerodrome Operations) Regulations 2016, Civil Aviation Directives

ED
or for other grounds as set by the CAAM.

The CAAM may suspend or revoke the certificate where there is evidence of
LL
violation to the conditions set forth in the approval or due to the negligence of the
helideck inspection company.
O
A warning or reminder may be issued prior to suspension or revocation of the
TR

approval of helideck inspection company.

The organisation is to obtain the up-to-date application form

(CAAM/ASD/HICAF/1) in CAAM website www.caam.gov.my.
N
O
C
N
-U

Issue 01/Rev 00 CAD 1406 – HSR 3-5

 Chapter 3 – Helideck Inspection Company

-
ED
LL
O
TR

INTENTIONALLY LEFT BLANK

N
O
C
N
-U

Issue 01/Rev 00 CAD 1406 – HSR 3-1

 Chapter 4 – Helideck Inspector

4 Helideck Inspector

4.1 Obligations of Helideck Inspector

The obligations of helideck inspector are as follows:

a) conduct certification audit or inspection;

1) on-site checking and testing of helideck facilities and equipment;

2) on site checking and testing of rescue and fire-fighting services;
3) on-site verification of helideck operating procedures; and
4) evaluate the competency of helideck personnel.

b) verification of the aerodrome data in the helideck manual;

c) evaluate aeronautical studies or safety risk assessment;

-
d) assessment of helideck emergency plans and associated testing;

ED
e) evaluate related documents submitted by the helideck operator for approval
and/or acceptance;

f)

g)
LL
prepare audit or inspection reports;

promptly inform the CAAM and the certificate holder of any deficiency
O
observed or the certificate holder has failed, unable to meet or maintain the
TR

required standards;

h) recommend to the CAAM on the timelines for corrective action to be taken

once the cause of deficiency is determined;
N

i) review corrective actions if timely, and initiate follow-up to determine the

O

effectiveness of the corrective action;

C

j) immediately inform the CAAM if the certificate holder does not correct the
deficiency within the established deadlines, with recommendation to be taken;
N

k) recommend enforcement action with regard to non-compliances to provisions

-U

of Civil Aviation Directive 14 Vol II (CAD 14 Vol II) and related directives; and

l) comply with any requirements stipulated in CAD 14 Vol II.

4.2 Qualifications of Helideck Inspector

The helideck inspector shall have the following qualifications:

a) Possess academic degree/diploma/equivalent certificate commensurate with

their job responsibilities or helicopter pilot/aviation professional that has in-
depth knowledge in helicopter operation on helideck;

b) Experience with the problems of operating or maintaining a helideck;

c) Proficient in technical writing and implementing regulations, directives and

manuals relating to helideck certification;

Issue 01/Rev 00 CAD 1406 – HSR 4-1

 Chapter 4 – Helideck Inspector
d) Experience in reviewing and/or preparing Safety Management System,
aeronautical studies, helideck emergency response plans and other related
helideck safety and operations manuals; and

e) A good knowledge in CAD 14 Vol II especially on helideck standards.

The helideck inspector also shall have undergone the trainings as in provision
3.2.4.

4.3 Application for Helideck Inspector Approval

The application for helideck inspector approval shall be submitted to the CAAM.
The applicant shall conduct six (6) helideck inspections as on-the-job training
(OJT).

To apply, the applicant shall fill up the Helideck Inspector Approval Form

-
ED
(CAAM/ASD/HIAF/1) and send it to:

CIVIL AVIATION AUTHORITY OF MALAYSIA

Level 8, Galeria PJH
Persiaran Perdana, Presint 4
62100 Putrajaya
LL
O
Wilayah Persekutuan Putrajaya
TR

62518 Putrajaya.

Suitable candidate who meets the requirement shall be called for an interview by
N

the CAAM.
O

4.4 Approval of Helideck Inspector

C

After successful completion of the processing of the application and the evaluation
of the helideck inspector, the CAAM when granting the approval, will endorse the
N

conditions for the helideck inspector and other details as shown in the approval.
-U

The approval of helideck inspector shall be valid for two (2) year or as may be
determined by the CAAM, until it is suspended, revoked or cancelled, whichever
is earlier.

An application to renew an approval of helideck inspector shall be made in writing

to the CAAM and shall be made not less than sixty (60) days before the date of
expiration and shall be in accordance set forth by the CAAM.

The approval shall not be transferable to any other person.

The CAAM may change or vary the approval when:

a) there is a change in the condition of the approval;

b) there is a change in the particulars of helideck inspector; or

Issue 01/Rev 00 CAD 1406 – HSR 4-2

 Chapter 4 – Helideck Inspector
c) upon request by the helideck inspector.

4.5 Surveillance of Helideck Inspector

The CAAM shall conduct surveillance audit/inspection for the purpose to ensure
that the helideck inspector continues to comply with relevant Directives or
Guidance from time to time.

The surveillance process shall comprise but not limited to:

a) Announced Scheduled audit/inspection;

b) Announced Non-scheduled audit/inspection;

c) Unannounced Scheduled audit/inspection; or

d) Unannounced Non-scheduled audit/inspection.

-
ED
e) the helideck inspector shall cooperate and facilitate with the Authorised Officer
in surveillance audit, and all documentation and records relevant to the
helideck inspector shall be made available to facilitate the audit.

LL
The helideck inspector shall ensure that training records are to be retained and
available for the audit/inspection.
O
The CAAM may suspend or revoke the approval of helideck inspector granted at
TR

any time where the helideck inspector fails to comply with the provisions set forth
in the Civil Aviation Act, Civil Aviation Regulations 2016, Civil Aviation (Aerodrome
Operations) Regulations 2016, Civil Aviation Directives or for other grounds as set
N

by the CAAM.
O

The CAAM may suspend or revoke the certificate where there is evidence of
C

violation to the conditions set forth in the approval or due to the negligence of the
helideck inspector.
N

A warning or reminder may be issued prior to suspension or revocation of the

-U

approval of helideck inspector.

The applicant is to obtain the up-to-date application form (CAAM/ASD/HIAF/1) in

CAAM website www.caam.gov.my .

Issue 01/Rev 00 CAD 1406 – HSR 4-3

 Chapter 4 – Helideck Inspector

-
ED
LL
O
TR

INTENTIONALLY LEFT BLANK

N
O
C
N
-U

Issue 01/Rev 00 CAD 1406 – HSR 4-1

 Chapter 5 – Helideck Training Organisation

5 Helideck Training Organisation

5.1 General

This part outlines the training syllabus that are required by Aerodrome Manager
(Helideck), Helicopter Landing Officer (HLO), Helideck Assistant (HDA), Helideck
Radio Operator (HRO), Helideck Emergency Response Team (HERT) and
helideck inspector.

This part is intended for all training centres applying to conduct or conducting
training as in 5.2.

All such training syllabus shall be approved by the CAAM. The syllabus must be
taught locally by local training providers. All syllabi are assessed using the same
analysis and standards. Approval of training syllabus will be issued once the

-
training centres satisfy the requirements as indicated in Directive.

ED
In order for an initial approval of training syllabus, the training centres must first
make an application by using the application form on the CAAM website. After
LL
reviewing the application and syllabus, the CAAM may grant the organisation an
approval.
O
The organisation is required to demonstrate to the CAAM its ability to deliver the
TR

course before approval is granted. Authorised Officer shall attend the course as
observer, to observe the capability of the organisation to deliver the course.

The approved syllabus shall be outlined and updated by the CAAM from time to
N

time.
O

All courses are not allowed to be conducted offshore.

C

HLO who is required to communicate with aircraft in flight e.g. landing clearance,
N

shall undergo HRO course.

-U

HLO and HDA courses shall be conducted separately.

The instructor to student ration should be the maximum of 16 students to 1

instructor.

5.2 Helideck Training Syllabus

Helicopter Landing Officer (HLO)

The minimum hour for this course is 20 hours (to be delivered in consecutive
days) inclusive of theoretical and practical training / assessment.

The syllabus of the HLO course can be found in Appendix 1 of this CAD.

The validity of HLO course shall not be more than two (2) years.

Issue 01/Rev 00 CAD 1406 – HSR 5-1

 Chapter 5 – Helideck Training Organisation
Helideck Assistant (HDA)

The minimum hour for this course is 16 hours (to be delivered in consecutive
days) inclusive of theoretical and practical training / assessment.

The syllabus of the HDA course can be found in Appendix 1 of this CAD.

The validity of HDA course shall not be more than two (2) years.

Helideck Radio Operator (HRO)

The minimum hour for this course is 24 hours (to be delivered in consecutive
days) inclusive of theoretical and practical training / assessment.

The syllabus of the HRO course can be found in Appendix 1 of this CAD.

-
The validity of HRO course shall not be more than two (2) years.

ED
Helideck Emergency Response Team (HERT)

LL
The minimum hour for this course is 21 hours (to be delivered in consecutive
days) inclusive of theoretical and practical training / assessment.
O
The syllabus of the HERT course can be found in Appendix 1 of this CAD.
TR

The validity of HERT course shall not be more than two (2) years.

Helideck Inspection Course (HIC)

N

The minimum hour for this course is 20 hours (to be delivered in consecutive
O

days).
C

The syllabus of the HIC can be found in Appendix 1 of this CAD.

N

The validity of HIC shall not be more than two (2) years.
-U

Helideck Standard Course (HSC)

The minimum hour for this course is 16 hours (to be delivered in consecutive
days) inclusive of theoretical and practical training / assessment.

The syllabus of the HSC can be found in Appendix 1 of this CAD.

The validity of HSC shall not be more than two (2) years.

Instructor(s)

The instructor shall have relevant background qualification and industry

working experience for a minimum of three (3) years.

Issue 01/Rev 00 CAD 1406 – HSR 5-2

 Chapter 5 – Helideck Training Organisation
Training centre approved instructor shall attend Helideck Standards Course
(HSC) course every two (2) years.

5.3 Application for Helideck Training Syllabus Approval

An application for the issuance of the approval should be made using

CAAM/ASD/HTSAF/1 application form.

The organisation who intends to apply for helideck training syllabus approval shall
be subjected to the process as follows-

a) Pre-application phase

1) Pre-application phase is an introductory process where the organisation,

who intended to acquire an approval from CAAM, shall be briefed on the
procedures and processes involved prior to the approval.

-
2) The organisation shall provide a reasonable timeline that covers all

ED
related aspects of the processes until their expected date of getting the
approval. The CAAM may advise on the duration of the process and may
advise further on the timeline.
3) LL
The organisation, at this phase, shall provide CAAM with a set of a
company profile that contains the information but not limited to the status
O
of the organisation, place of business, organisation structure, proposed
helideck training to be conducted, trainers or instructors, facilities and
TR

requirements and any other information that could assist the

organisation’s evaluation.
4) The organisation will be advised to further submit the formal application if
N

the CAAM is satisfied with the pre-application phase.

O

b) Formal application phase

C

1) This stage is a formal application process where the organisation will

submit all required documents to CAAM.
N

2) The organisation shall submit the application form CAAM/ASD/HTSAF/1.

-U

3) The organisation shall submit a complete exposition that includes an

organisation chart and a functional chart, documenting key personnel’s
responsibilities and accountabilities.
4) The organisation shall nominate the accountable manager who shall have
administrative authority to ensure that all syllabus and requirements are
in accordance with this Directive.
5) The organisation also shall nominate the trainer or instructor
accompanied with curriculum vitae, supporting documents to show the
experiences and qualifications and standards officer who shall have
sound knowledge and experiences in helideck requirement and
standards.
6) Application form together with all the required documents shall be
submitted to:

Issue 01/Rev 00 CAD 1406 – HSR 5-3

 Chapter 5 – Helideck Training Organisation
CIVIL AVIATION AUTHORITY OF MALAYSIA
Level 8, Galeria PJH
Persiaran Perdana, Presint 4
62100 Putrajaya
Wilayah Persekutuan Putrajaya

c) Document evaluation phase

1) This is the phase where the Authorised Officer will review the organisation
submission documents and this includes the assessment on the
accountable manager, trainer or instructor, facilities and requirements.
2) The process of reviewing the submitted documents will be carried out
once the completed application form together with all the required
documentations have been received by CAAM.

d) Inspection phase

-
ED
1) The organisation shall ensure that at this phase they are ready for the
inspection. This is where the evaluation of the organisation will be
performed by the Authorised Officer.

e) Approval phase. LL
O
1) Once the demonstration and inspection phase completed, the
organisation will be issued with the Helideck Training Syllabus Approval
TR

reflecting the privileges that the organisation is deemed to have based on

its capabilities.
N

5.4 Approval of Helideck Training Syllabus

O

After successful completion of the processing of the application and the evaluation
of the training syllabus, the CAAM when granting the approval, will endorse the
C

conditions for the approval of helideck training syllabus and other details as shown
in the approval.
N
-U

An application to renew a helideck training syllabus approval shall be made in

writing to the CAAM and shall be made not less than sixty (60) days before the
date of expiration and shall be in accordance with provision 5.3.

Application for renewal the approval of syllabus for all these courses shall be made
to the CAAM prior to a planned course which will be organised by the training
centre. Authorised Officer shall attend the course provided by the training centre
as observer to ensure any changes in current requirement being taught in the
course, instructors are competent and training facilities and classroom are
adequate.

The approval shall not be transferable to any other organisations.

The CAAM may change or vary the approval when:

Issue 01/Rev 00 CAD 1406 – HSR 5-4

 Chapter 5 – Helideck Training Organisation
a) there is a change in the condition of the approval;

b) there is a change in the syllabus; or

c) upon request by the training centre.

5.5 Surveillance of Helideck Training Syllabus

The CAAM may conduct surveillance audit for the purpose to ensure that the
approved helideck training syllabus continues to comply with relevant Directives
or Guidance from time to time.

The surveillance process shall comprise but not limited to:

a) Announced Scheduled audit/inspection;

b) Announced Non-scheduled audit/inspection;

-
ED
c) Unannounced Scheduled audit/inspection; or

d) Unannounced Non-scheduled audit/inspection.

LL
The training centre shall cooperate and facilitate with the Authorised Officer in
surveillance audit, and all documentation and records relevant to the helideck
O
training syllabus shall be made available to facilitate the audit.
TR

The training centre shall ensure that all records are to be retained and available
for the audit.
N

The CAAM may suspend or revoke the helideck training syllabus approval at any
time where the training centre fails to comply with the provisions set forth in the
O

approval or due to the negligence of training centre.

C

The CAAM may issue reminder and warning prior to suspension or revocation of
the helideck training syllabus approval.
N
-U

Issue 01/Rev 00 CAD 1406 – HSR 5-5

 Chapter 5 – Helideck Training Organisation

-
ED
LL
O
TR

INTENTIONALLY LEFT BLANK

N
O
C
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Issue 01/Rev 00 CAD 1406 – HSR 5-6

 Chapter 6 – Helideck Operator Requirements

6 Helideck Operator Requirements

6.1 General

Helideck owners / operators are required to demonstrate compliance with CAD

1406 – HSR and the appropriate requirements in CAD 14 Vol II for the design
criteria and infrastructure. Demonstration of compliance is required prior to
operating or leasing the facility to the helideck owners / operators.

Helideck operators shall:

a) possess a valid Certificate of Aerodrome before beginning of helideck

operations;

b) have an effective aviation-based safety management system (SMS) and to be

able to demonstrate compliance with relevant Regulation and this CAD;

-
ED
c) have the necessary competence and experience to operate and maintain the
helideck, before being granted a Certificate of Aerodrome;

d)
LL
ensure the helideck is maintained to comply with all aviation regulations and
industrial standards;
O
e) provide access to all safety related documents for the purpose of safety
oversight and provision of evidence of compliance to the Helideck Inspection
TR

Company (and to CAAM on request);

f) employ adequate number of qualified, trained and skilled personnel who

possess valid certificates for helideck and helicopter operations; and
N

g) arrange for an inspection of the helideck, its facilities and equipment. The
O

Helideck Inspection Report shall be retained until the next Certification;

C

h) A Certificate of Aerodrome is valid up to maximum of (4) Four years. For the

N

initial grant of a certificate of aerodrome, the period of validity shall be a

maximum of two (2) Years. The date of issuance and an expiry date are to be
-U

entered on the Certificate of aerodrome.

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.

6.2 Application Process

An application for the issuance of a Certificate of Aerodrome approval should be

made using CAAM/ASD/COA/1 application form.

The organisation who intends to apply for certificate of aerodrome shall be

subjected to the process as follows-

Issue 01/Rev 00 CAD 1406 – HSR 6-1

 Chapter 6 – Helideck Operator Requirements
a) Pre-application phase

1) Pre-application phase is an introductory process where the

organisation/operator, who intended to acquire an approval from CAAM,
shall be briefed on the procedures and processes involved prior to the
approval.
2) The operator shall provide a reasonable timeline that covers all related
aspects of the processes until their expected date of getting the approval.
The CAAM may advise on the duration of the process and may advise
further on the timeline.
3) The operator, at this phase, shall provide CAAM with a set of a company
profile that contains the information but not limited to the status of the
operator, place of business, organisation structure, proposed helideck to
be operated, relevant training to be conducted, trainers or instructors,
facilities and requirements and any other information that could assist the

-
organisation’s evaluation.

ED
4) The operator will be advised to further submit the formal application if the
CAAM is satisfied with the pre-application phase.

b) Formal application phase

1)
LL
This stage is a formal application process where the operator will submit
O
all required documents to CAAM.
2) The operator shall submit the application form CAAM/ASD/COA/1.
TR

3) The operator shall submit a complete exposition that includes an

organisation chart and a functional chart, documenting key personnel’s
responsibilities and accountabilities.
N

4) The operator shall nominate the accountable manager who shall have
O

administrative authority to ensure that all helideck operations are in

accordance with this Directive.
C

5) Application form together with all the required documents shall be

submitted to:
N
-U

CIVIL AVIATION AUTHORITY OF MALAYSIA

Level 8, Galeria PJH
Persiaran Perdana, Presint 4
62100 Putrajaya
Wilayah Persekutuan Putrajaya

6) Once CAAM is satisfied with the formal application phase, a list of

approved HIC will be provided to the operator for certification inspection.

c) Document evaluation phase

1) This is the phase where the HIC and CAAM will review the operator
submitted documents.

Issue 01/Rev 00 CAD 1406 – HSR 6-2

 Chapter 6 – Helideck Operator Requirements
2) The CAAM will conduct assessment(s) on the accountable manager,
trainer or instructor, facilities and requirements.

d) Inspection phase

1) The operator shall ensure that at this phase they are ready for the
inspection. This is where the evaluation of the operator will be performed
by the HIC.

e) Approval phase.

1) Once the demonstration and inspection phase completed and the

relevant inspection reports are made available to CAAM, the organisation
may, upon meeting the requirements to CAAM’s satisfaction on
compliance to Regulations and CAD, be issued with the Helideck
Certificate of Aerodrome.

-
ED
The operator once certified to operate a helideck, shall be subjected to safety
oversight by the HIC or when required, by CAAM.

6.3 Certificate of aerodrome renewal

LL
Helideck operators shall not use the same helideck inspection company for
O
consecutive certification for the same helideck to ensure impartiality.
Note 1. – As of 15th of May 2022, companies that have awarded long term
TR

contract(s) to a particular HIC, may continue the agreement until the expiry of the
current agreement. After which para 6.3.1 applies and a new HIC is to be
appointed.
N

Note 2. – it is recommended for operators not to enter long term agreements with
O

individual HIC’s as to avoid non-compliance to 6.3.1.

C
N
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Issue 01/Rev 00 CAD 1406 – HSR 6-3

 Chapter 6 – Helideck Operator Requirements

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ED
LL
O
TR

INTENTIONALLY LEFT BLANK

N
O
C
N
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Issue 01/Rev 00 CAD 1406 – HSR 6-4

 Chapter 7 – Appendices

7 Appendices

7.1 Appendix 1 – Training Syllabus

1 The training syllabus for each personnel training identified in Chapter 5 can be found
in the table below. The contents in the table are minimum syllabi to be covered and
is not limited.
2 Additionally, organisations that conduct any training shall ensure the following
facilities are provided for the students:
a) adequate classroom, training aids (e.g. helideck mock-up), office and rest
accommodation to satisfactorily carry out and support all planned training
programme;

b) relevant Instructor Manual and training hand-out;

-
ED
c) appropriate helideck model and mock-up for the type of training it is intended for
and shall replicate as close as possible, a real-time environment;

d) a library containing all relevant training materials. If training material is provided

LL
in electronic format, there shall be adequate facilities to allow for production of
printed copies. The training organisation is responsible for copyright
O
arrangements of such documents;
TR

e) all trainers and participants shall wear coverall and appropriate PPE for the
training, where applicable; and

f) Office accommodation of an acceptable standard for instructor to ensure that

N

preparation for duties are without undue distraction and discomfort.

O

3 Training syllabus
C

Training Training Details

Helicopter
N

Landing a) Helideck Regulations and Standard (Duration: 2 hours)

Officer 1) International / Local Requirements
-U

(HLO)
2) HLO Responsibilities
3) Helideck Operation Manual (HOM)
4) Helideck Limitation List (HLL)
5) Helideck Team Member (HTM)
6) Helideck Types
7) Helideck Standards (Marking, Visual Aids, Lighting, Access
Point and All Facilities)

b) Helicopter Operational Hazard, Danger Zone, Access Area & Engine

Controls (Duration: 1.5 hours)
1) Human Factors

Issue 01/Rev 00 CAD 1406 – HSR 7-1

 Chapter 7 – Appendices

2) Helicopter Hazard
3) Helicopter Engine Emergency Systems and Control
4) Danger Zone

c) Helicopter Landing & Departure Preparation (Duration: 2 hours)

1) Daily Check
2) Monthly Check
3) Prior to E.T.A. Procedures
4) Checklist For HLO

i) 30, 10 and 5 minutes

ii) Immediately before Landing

-
iii) After Landing

ED
5) Helicopter Take Off and Start up
6) Departure Procedures
7)
8)
Communication
RFF Equipment
LL
O
9) Fire Fighting
TR

d) Standards Operating Procedures & Radio Telephony (Duration: 2.5

hours)
1) HLO Responsibilities
N

2) General Loading Instruction and Caution

O

3) Passenger & Baggage Loading

C

4) Freight Loading
N

5) Aircraft Type Loading

-U

6) Common Problem
7) Communication

i) Hand Signals
ii) Voice
iii) Lights and Signs
iv) Radio Phraseology

e) Helideck Emergency Response Procedures / First Response Fire

Fighting (Duration: 1 hour)
1) Rescue Equipment
2) Firefighting Equipment
3) Offshore and Helideck Emergency Procedures

Issue 01/Rev 00 CAD 1406 – HSR 7-2

 Chapter 7 – Appendices

4) Helicopter Emergency Procedures

5) Emergency Response Plan
6) Assess the Potential Emergencies

i) Crash on helideck
ii) Ditching near rig
iii) Obstructed helidecks
iv) Major jet A-1 spillage on helideck
v) Fire during refuelling
vi) Planned evacuation and emergency movement

f) Cargo Handling & Dangerous Goods (DG) Regulation (Duration: 1.5

hours)
1) Regulations for carriage dangerous goods

-
ED
2) Definition
3) Policy
4)
5)
Forbidden DG
Limitation of DG
LL
O
6) Hidden DG
TR

7) Classification of dangerous goods

8) Alert
N

g) Offshore Helicopter Refuelling (Duration: 1 hour)

1) Fuel quality control (Theory only)
O

i) Fuel system inspection

C

ii) Daily check

N

iii) Before refuelling check

iv) After refuelling check
-U

v) Emergency procedures during refuelling

h) Helicopter Practical Session & Assessment (Duration: 3 hours)

1) Helicopter familiarisation

i) Helideck Practical Session & Assessment (Duration: 4 hours)

1) Helideck – General (Marking, Visual Aids, Lighting, Access
Point and All Facilities)
2) Daily Check
3) 30 minutes before ETA
4) 10 minutes before ETA
5) 5 minutes before ETA

Issue 01/Rev 00 CAD 1406 – HSR 7-3

 Chapter 7 – Appendices

6) Immediately before landing

j) Theoretical Assessment (Duration: 0.5 hour)

1) Examination

Helideck
Assistant a) Helideck Regulations and Standard (Duration: 1 hour)
(HDA) 1) International / Local Requirements
2) HLO Responsibilities
3) Helideck Operation Manual (HOM)
4) Helideck Limitation List (HLL)
5) Helideck Team Member (HTM)

-
6) Helideck Types

ED
7) Helideck Standards (Marking, Visual Aids, Lighting, Access
Point and All Facilities)

b)
LL
Helicopter Operational Hazard, Danger Zone, Access Area & Engine
Controls (Duration: 1 hour)
O
1) Human Factors
2) Helicopter Hazard
TR

3) Helicopter Engine Emergency Systems and Control

4) Danger Zone
N

c) Helicopter Landing & Departure Preparation (Duration: 1 hour)

O

1) Daily Check
C

2) Monthly Check
N

3) Prior to E.T.A. Procedures

-U

4) Checklist For HLO

5) 30, 10 and 5 minutes
6) Immediately before Landing
7) After Landing
8) Helicopter Take Off and Start up
9) Departure Procedures
10) Communication
11) RFF Equipment
12) Fire Fighting

d) Standards Operating Procedures (Duration: 2 hours)

Issue 01/Rev 00 CAD 1406 – HSR 7-4

 Chapter 7 – Appendices

1) HDA Responsibilities
2) General Loading Instruction and Caution
3) Passenger & Baggage Loading
4) Freight Loading
5) Aircraft Type Loading
6) Common Problem

e) Basic introduction to Helideck Emergency Response Procedures /

First Response Fire Fighting (Duration: 1 hours) (Theory only)
1) Rescue Equipment
2) Firefighting Equipment

-
3) Offshore and Helideck Emergency Procedures

ED
4) Helicopter Emergency Procedures
5) Emergency Response Plan
6)
7)
LL
Assess the Potential Emergencies
Crash on helideck
O
8) Ditching near rig
TR

9) Obstructed helidecks
10) Major jet A-1 spillage on helideck
N

11) Fire during refuelling

O

12) Planned evacuation and emergency movement

f) Cargo Handling & Dangerous Goods (DG) Regulation (Duration: 1.5

C

hours)
N

1) Regulations for carriage dangerous goods

-U

2) Definition
3) Policy
4) Forbidden DG
5) Limitation of DG
6) Hidden DG
7) Classification of dangerous goods
8) Alert

g) Basic introduction to Offshore Helicopter Refuelling (Duration: 1 hour)

(Theory only)
1) Fuel quality control

Issue 01/Rev 00 CAD 1406 – HSR 7-5

 Chapter 7 – Appendices

2) Fuel system inspection

3) Daily check
4) Before refuelling check
5) After refuelling check
6) Emergency procedures during refuelling

h) Helicopter Practical Session & Assessment (Duration: 3 hours)

1) Helicopter familiarisation

i) Helideck Practical Session & Assessment (Duration: 3 hours)

1) Helideck – General (Marking, Visual Aids, Lighting, Access
Point and All Facilities)

-
2) Daily Check

ED
3) 30 minutes before ETA
4) 10 minutes before ETA
5)
6)
5 minutes before ETALL
Immediately before landing
O
j) Theoretical Assessment (Duration: 0.5 hour)
TR

1) Examination

Helideck
N

Radio a) Helideck Regulations and Standard (Duration: 3 hours)

Operator
O

1) International / Local Requirements

(HRO)
2) HRO Responsibilities
C

3) Helideck Operation Manual (HOM)

N

4) Helideck Limitation List (HLL)

-U

5) Helideck Team Member (HTM)

6) Helideck Types
7) Helideck Standards (Marking, Visual Aids, Lighting, Access
Point and All Facilities)

b) Meteorology (Duration: 2 hours)

1) Overview & Definition
2) Earth Atmosphere
3) Sun’s Heat Energy
4) 5 Major Weather Elements
5) Wind

Issue 01/Rev 00 CAD 1406 – HSR 7-6

 Chapter 7 – Appendices

6) Clouds
7) Condensation
8) Convection
9) Malaysia Climate
10) Aviation Meteorology
11) ICAO and World Meteorological Organisation (WMO)
12) Aviation Hazards
13) Standard Weather / Message

c) Weather Observation (Duration: 3 hours)

1) Requirements and Standard

-
2) Weather Measuring Instrument

ED
3) Code for Aviation Report
4) Surface Wind
5)
6)
LL
Meteorological Optical Range
Visibility
O
7) Weather Phenomenon
TR

8) Clouds Observation
9) Sky and Sea
N

10) Offshore Weather Report

O

d) Air Traffic Regulations (Duration: 2 hours)

C

1) Airspace
N

2) Final Approach and Take-Off Area (FATO)

3) Touchdown and Lift-Off Area (TLOF)
-U

4) Safety Area
5) Taxiway and Taxi-routes

e) Radio Telephony (Duration: 4 hours)

1) Aeronautical Radio and Communication Equipment
2) Methods of Communication
3) Radio Operator
4) HLO Responsible
5) Hand Signal
6) Phraseology

Issue 01/Rev 00 CAD 1406 – HSR 7-7

 Chapter 7 – Appendices

7) Speech Technic
8) Operating Procedures
9) Alphabets, Numerals and Time
10) Call Sign
11) Standard Speech Abbreviation

f) Offshore Standard Operating Procedures (Duration: 2 hours)

1) Document References
2) Handover Procedures
3) Radio Operation Procedures
4) Emergency Radio Operation Procedures

-
5) Radio Operator

ED
6) Equipment – Communication, Meteorological and Firefighting
7) Static Electricity
8)
9)
Blades LL
Passenger Information- Before Flight, During Flight and after
O
Landing
TR

10) Survival Suit

11) Miscellaneous Equipment
N

12) Helideck Emergency Procedures

O

13) Checklist

g) Emergency Procedures (Duration: 2 hours)

C

1) Helideck Procedures
N

2) Plan of Action
-U

3) Distress Communication
4) Helicopter Safety and Emergency Procedures
5) Helicopter Crash Landing Off Deck
6) Low Altitude / Low Impact
7) Emergency Precautionary Landing

h) Radio Telephony Practical Session & Assessment (Duration: 5

hours)
1) Radio Operators
2) Radio Phraseology
3) Distress Communication

Issue 01/Rev 00 CAD 1406 – HSR 7-8

 Chapter 7 – Appendices

4) Urgency Message
5) Practical Simulation
6) Test Assessment Scenario

i) Theoretical Assessment (Duration: 1 hour)

1) Examination

Helideck
Emergency a) Helideck Emergency Response Preparedness (Duration: 2 hours)
Response 1) HLO & HDA Roles and Responsibility
Team
(HERT) 2) Helideck and Helicopter Emergency Response Pre-Planning
3) Emergency Response Plan

-
4) Main Elements Emergency Response

ED
5) Preparation for Emergencies
6) Helicopter Emergency Response Plan
7)
8)
LL
Assess the Potential Emergencies
Equipment to Meet the Plan
O
9) Classification of Fire
TR

10) Immediate Actions

b) Helideck and Helicopter Emergency Systems and Control (Duration:

N

2 hours)
1) Rescue and Firefighting
O

2) Monitor and Foam Application

C

3) Hose Management, Brach Handling, Foam Application &

N

Operating Fixed Monitors

-U

4) Deck Integrated Firefighting Systems (DIFFS)

5) Operational Hazards
6) Regulatory Requirement
7) PPE Issue, Crash Box, Communication
8) Helideck & Helicopter Familiarisations
9) Fire Extinguisher, Trolley Unit & CO2 Applicator

c) Normally Unattended Installation (NUI) (Duration: 2 hours)

1) Emergency Planning with limited capability
2) Emergency Response Requirements

d) Helideck Emergency Response (Duration: 3 hours)

Issue 01/Rev 00 CAD 1406 – HSR 7-9

 Chapter 7 – Appendices

1) Human Factor During Emergency

2) Potential Aircraft Hazards
3) PPE Requirements in conducting rescue and firefighting
4) Helicopter Types
5) Emergency Arrangements
6) Operation using MMMF Mask Filter
7) Equipment and control
8) Firefighting Equipment - Media
9) Monitoring of environmental condition
10) Awareness & Understanding of Back-up Crew

-
11) Scuba Training (Theory Only)

ED
e) Theoretical Assessment (Duration: 1 hour)
1) Examination

f) LL
Practical and Assessment (Duration: 12 hours)
O
1) PPE Issue, Crash Box, Talk and Helideck Familiarisations
2) Fire Extinguisher, Trolley Unit & CO2 Applicator
TR

3) Hose Management, Brach Handling, Foam Application &

Operating Fixed Monitors
N

4) Deck Integrated Firefighting Systems (DIFFS) (written

assessment only)
O

5) The Application of Aspirated & Non-Aspirated Foam

C

6) MMMF Filter Mask

N

7) Helicopter on its side, fuel spill, no fire and pilot secure

-U

8) Fire in Engine No 2
9) Fuel spill on deck due to hard landing
10) Engine fire, heavy impact on deck with fuel spill no fire
11) Fire in cargo compartment
12) Aircraft heavy landing on deck unignited fuel spill casualty
unable to rescue
13) Operate the CO2 applicator, understand the start-up
procedures, understand the fire access point, communication
technique for NUI
14) Engine fire, heavy impact on deck with fuel spill fire
15) Burst tank which has ignited-crash off deck

Issue 01/Rev 00 CAD 1406 – HSR 7-10

 Chapter 7 – Appendices

16) Cockpit fire on deck with pilot still inside

17) Fuel spill on deck due to hard landing
18) Fire during refuelling
19) Total crash in all compartments and spill off deck
20) Breathing apparatus
21) Casualty assessment, handling and use of rescue stretchers
22) BA pre-entry check, gain access into helicopter, rescue
casualties, means of escape, communication
23) Fuel spill under helideck due to leaking refuelling nozzle

Helideck
a) Helideck Regulations and Standard (Duration: 6 hours)

-
Inspection

ED
Course 1) International / Local Requirements
(HIC)
2) Helideck Inspector Responsibilities
3)
4)
LL
Helideck Operation Manual (HOM)
Helideck Limitation List (HLL)
O
5) Helideck Team Member (HTM)
TR

6) Helideck Types
7) Helideck Standards (Marking, Visual Aids, Lighting, Friction,
Access Point and All Facilities)
N

b) Helideck Environment & Equipment (Duration: 3 hours)

O

1) Danger Zone
C

2) Helideck & Aviation Hazard

N

3) Airspace
4) FATO & TLOF
-U

5) Safety Area
6) Weather Observation
7) Rescue Equipment
8) Firefighting Equipment
9) Communication Equipment
10) Meteorological Equipment

c) The Inspector (Duration: 2 hours)

1) Requirement
2) Inspector Responsibilities

Issue 01/Rev 00 CAD 1406 – HSR 7-11

 Chapter 7 – Appendices

3) Certificates
4) Equipment
5) Training

d) Components of Helideck Inspection (Duration: 4 hours)

1) All components contained in the HIR

e) Helicopter Performances & Operation (Duration: 2 hours)

1) Engine Performances
2) Helicopter Take-Off
3) Helicopter Start-Up
4) Helicopter Landing & Departure Preparation

-
ED
5) Emergency System & Control

f) Helideck Inspector, Certification process and requirements (Duration:

3 hours)
1)
2)
Introduction LL
Risk Assessment and HLL
O
3) HIR
TR

4) Application and certification process

5) Post certification and surveillance obligations/requirements
N
O

Helideck
Standard a) Helideck Regulations and Standard (Duration: 5 hours)
Course
C

1) International / Local Requirements

(HSC)
N

2) Aerodrome Manager Responsibilities

3) Helideck Operation Manual (HOM)
-U

4) Helideck Limitation List (HLL)

5) Helideck Team Member (HTM)
6) Helideck Types
7) Helideck Standards (Marking, Visual Aids, Lighting, Access
Point and All Facilities)
8) Helideck technical drawings and documentation

b) Helideck Environment & Equipment (Duration: 4 hours)

1) Danger Zone
2) Helideck & Aviation Hazard

Issue 01/Rev 00 CAD 1406 – HSR 7-12

 Chapter 7 – Appendices

3) Airspace
4) FATO & TLOF
5) Safety Area
6) Weather Observation
7) Rescue Equipment
8) Firefighting Equipment
9) Communication Equipment
10) Meteorological Equipment

c) Standards Operating Procedures and maintenance (Duration: 4

hours)

-
1) Helideck Crew roles and responsibilities, manning level and

ED
training
2) Helideck preventive/routine maintenance
3)
4)
LL
Emergency drill/exercise
Passenger & Baggage Loading
O
5) Freight Loading
TR

6) Aircraft Type Loading

7) Common Problem
N

d) Helideck Inspector, Certification process and requirements (Duration:

3 hours)
O

1) Introduction
C

2) Risk Assessment and HLL

N

3) HIR
-U

4) Application and certification process

5) Post certification and surveillance obligations/requirements

Issue 01/Rev 00 CAD 1406 – HSR 7-13

 Chapter 7 – Appendices
4 Additional training requirements
4.1 The following facilities and equipment shall be provided by the training organisation
for the following training.

Helideck
Landing a) Helideck elevation must be no less than 2.0 m from ground level.
Officer
b) The helideck must be typical of a type used offshore i.e. have stair-
(HLO),
Helideck access wide enough for heli-teams to manoeuvre fire and rescue
Assistant equipment to and from the helideck.
(HDA
c) Helideck Area: Minimum ‘D Value’ of the helideck shall be 12m.

d) The structure must contain at least one heli-wells (ideally two) and
must:
1) Be of sufficient depth below the helideck so that helideck team

-
personnel can take cover from flying debris in the event of a

ED
helicopter crash on deck simulation;
2) Have sufficient space to allow at least two people to move

3)
freely;
LL
Have a safety rail around the heli-well;
O
4) Be accessible by grated walkways and /or stairs; and
5) Have stair (with handrails) access to the helideck.
TR

e) Complete with wind sock.

N

f) Markings must be typical of marking used offshore helidecks as in

Figure 5-1.
O
C
N
-U

Figure 5-1. Typical helideck markings

Helideck
Radio a) Minimum two (2) units of radio with adjustable frequency knob
Operator (walkie-talkie not allowed);
(HRO)
b) Two (2) separate rooms with radio console;

c) To have at least one radio unit back-up in the event of

unserviceability;

Issue 01/Rev 00 CAD 1406 – HSR 7-14

 Chapter 7 – Appendices

d) For off-site location course:

1) Minimum three (3) units of radio-set (walkie-talkie not
allowed); and
2) Two (2) separate rooms (preferably with console);

Helideck The above requirements as per HLO, and the following:

Emergency
Response a) Firefighting equipment
Team 1) Firewater/Water Hydrants – for attaching fire hoses
2) Hand adjustable foam-producing fire monitors capable of
cross-arcing over the helideck
3) Mobile foam and dry powder CO2 cart/trolley

-
4) Portable extinguishers:

ED
i) Water
ii) Dry powder

5)
iii)
iv)
Foam
CO2
Fire hoses
LL
O
6) Variety of branches: aspirated and non-aspirated
TR

7) Foam inductors
8) CO2 extended applicator for extinguishing engine fires
N

9) Water fire hose reel

O

10) Fire-lighting equipment for lighting fires.

C

b) Firewater Reservoir Tank/Vessel

N

1) Firewater reservoir of sufficient capacity to enable all

firefighting exercises to be completed.
-U

c) Firewater Pumping Capability

1) Firewater pumping capacity adequate to supply practical fire
exercise areas at full training capacity.
2) Firewater pumping system back-up capability to supply
adequate pressurised water to the exercise area in the event
of the main pump/s failure.
3) Adequate controls and safety arrangements to shut off fuel to
fires in event of fire water failure.
4) Low firewater pressure alarm.

Issue 01/Rev 00 CAD 1406 – HSR 7-15

 Chapter 7 – Appendices

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LL
O
INTENTIONALLY LEFT BLANK
TR
N
O
C
N
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 Chapter 7 – Appendices

7.2 Appendix 2 – 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;

-
1.1.4 the condition for use of the helideck, including operationallimitation and restriction;

ED
2 PARTICULARS OF THE HELIDECK

LL
(The detailed information of individual helideck could be described as an appendix to
the manual; and shall include location; size and tonnage;helideck height, limitation,
measured dimension, declared D-value, load bearing capability, etc)
O
TR

3 ROLES, RESPONSIBILITIES AND COMPETENCY REQUIREMENTS.

4 HELICOPTER AND HELIDECK OPERATIONS

N

4.1 Introduction
O

4.2 Helideck Manning Level

C

4.3 Communication Equipment

N

4.4 Navigation Equipment

-U

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

Issue 01/Rev 00 CAD 1406 – HSR 7-17

 Chapter 7 – Appendices
5.3 Fire-Fighting and Rescue Facilities
5.4 Personal Protective Equipment (PPE)

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

ED
7.2 Guidance on Emergency Actions
7.3 Crash on the Helideck
7.4
7.5
LL
Crash on the Helideck, Major Spillage with No Fire
Significant Fuel spillage, Rotor Turning
O
7.6 Evacuation by Helicopter
TR

7.7 Man Overboard

7.8 Emergency or Precautionary Landing
N

7.9 Inadvertent Wheel-up Landing

O

7.10 Helicopter Incident on Landing

C

7.11 Wrong Deck Landing

7.12 Fire on the Helideck/in the Helicopter
N

7.13 Helicopter Crash into the Water

-U

7.14 Emergency Landing

8 INSPECTION AND MAINTENANCE OF HELIDECK AREA

8.1 Particulars of procedures for the inspection and maintenance of helideckarea
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;

Issue 01/Rev 00 CAD 1406 – HSR 7-18

 Chapter 7 – Appendices
9 HELIDECK ADMINISTRATION
9.1 Particulars of the helideck administration, including:
9.1.1 the helideck organisational chart showing the name and position ofkey 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 andHelideck Radio
Operator (HRO)
9.1.4 the name and telephone number of the Aerodrome Manager
9.1.5 training and maintenance of competency of helideck personnel

10 SAFETY MANAGEMENT SYSTEM (SMS)

-
10.1 SMS Elements

ED
This Para shall describe all aspects of the Aerodrome Operator SMS andits contents
shall include the following four (4) components and and twelve (12) elements:

1.
LL
Safety Policy and Objectives
a. Management commitment
O
b. Safety accountability and responsibilities
c. Appointment of key safety personnel
TR

d. Coordination of emergency response planning

e. SMS documentation
2. Safety Risk Management
N

a. Hazard identification
O

b. Safety risk assessment and mitigation

3. Safety Assurance
C

a. Safety performance monitoring and measurement

N

b. The management of change

c. Continuous improvement of the SMS
-U

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, andassessment for their tolerability
via the hazard identification processes.
The organisation shall define the levels of management with Authority to make safety
risk tolerability decisions. The organisation shall define safety controls for each risk
assessed as intolerable.

Issue 01/Rev 00 CAD 1406 – HSR 7-19

 Chapter 7 – Appendices

Detailed CAAM SMS requirement can be referred to CAD 19 – Safety Management

System and CAGM 1902 – Safety Management System.

-
ED
LL
O
TR
N
O
C
N
-U

Issue 01/Rev 00 CAD 1406 – HSR 7-20