Cap 437

Safety Regulation Group
CAP 437
Offshore Helicopter Landing Areas - Guidance

on Standards
www.caa.co.uk
CAP 437
Offshore Helicopter Landing Areas - Guidance

on Standards
August 2005
CAP 437 Offshore Helicopter Landing Areas - Guidance on Standards
© Civil Aviation Authority 2005
All rights reserved. Copies of this publication may be reproduced for personal use, or for use within a
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students, please contact the CAA at the address below for formal agreement.
ISBN 0 11790 439 2
First edition September 1981

Second edition December 1993
Third edition October 1998
Reprinted January 2002 incorporating amendments to date
Fourth edition September 2002 incorporating new house-style
Fifth edition August 2005
Enquiries regarding the content of this publication should be addressed to:

Flight Operations Department, Safety Regulation Group, Civil Aviation Authority, Aviation House,
Gatwick Airport South, West Sussex, RH6 0YR.
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also register for e-mail notification of amendments.
Published by TSO (The Stationery Office) on behalf of the UK Civil Aviation Authority.
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List of Effective Pages
Chapter Page Date Chapter Page Date
iii August 2005 Chapter 5 2 August 2005

iv August 2005 Chapter 5 3 August 2005
v August 2005 Chapter 5 4 August 2005
vi August 2005 Chapter 5 5 August 2005
vii August 2005 Chapter 5 6 August 2005
viii August 2005 Chapter 6 1 August 2005
Foreword 1 August 2005 Chapter 6 2 August 2005
Glossary 1 August 2005 Chapter 6 5 August 2005
Glossary 2 August 2005 Chapter 7 1 August 2005
Chapter 1 1 August 2005 Chapter 7 2 August 2005
Chapter 4 6 August 2005 Appendix A 1 August 2005
Chapter 4 7 August 2005 Appendix A 2 August 2005
Chapter 4 8 August 2005 Appendix B 1 August 2005
Chapter 4 9 August 2005 Appendix B 2 August 2005
Chapter 4 10 August 2005 Appendix C 1 August 2005
August 2005 Page iii

Chapter Page Date Chapter Page Date
Appendix C 5 August 2005

Appendix D 1 August 2005
August 2005 Page iv

Contents
List of Effective Pages
Foreword
Glossary of Terms and Abbreviations
Chapter 1 Introduction
History of Development of Criteria for Offshore Helicopter Landing

Areas, 1964-1973 1
Department of Energy and the Health and Safety Executive Guidance on
the Design and Construction of Offshore Installations, 1973 Onwards 1
Applicability of Standards in Other Cases 4
Review of CAP 437 4
Worldwide Application 5
Chapter 2 Helicopter Performance Considerations
General Considerations 1
Safety Philosophy 1
Factors Affecting Performance Capability 1
Chapter 3 Helicopter Landing Areas – Physical Characteristics
General 1
Helideck Design Considerations – Environmental Effects 2
Structural Design 5
Loads – Helicopters Landing 6
Loads – Helicopters at Rest 6
Size and Obstacle Protected Surfaces 7
Surface 11
Helicopter Tie-Down Points 13
Safety Net 14
Access Points 15
Winching Operations 16
Normally Unattended Installations (NUIs) 16
August 2005 Page v

Chapter 4 Visual Aids
General 1
Helideck Markings 2
Lighting 8
Obstacles – Marking and Lighting 11
Chapter 5 Helideck Rescue and Fire Fighting Facilities
Introduction 1
Key Design Characteristics – Principal Agent 1
Use and Maintenance of Foam Equipment 3
Complementary Media 3
Normally Unattended Installations 4
The Management of Extinguishing Media Stocks 4
Rescue Equipment 5
Personnel Levels 5
Personal Protective Equipment 6
Training 6
Emergency Procedures 6
Further Advice 6
Chapter 6 Helicopter Landing Areas – Miscellaneous

Operational Standards
Landing Area Height above Water Level 1

Wind Direction (Vessels) 1
Helideck Movement 1
Aircraft Operational Data – Reporting and Recording 3
Location in Respect to Other Landing Areas in the Vicinity 4
Control of Crane Movement in the Vicinity of Landing Areas 4
General Precautions 4
Installation/Vessel Helideck Operations Manual and General
Requirements 5
Helicopter Operations Support Equipment 5
Chapter 7 Helicopter Fuelling Facilities
General 1
Fuelling System Description 2
August 2005 Page vi

Delivery System 4
Recommended Maintenance Schedules 5
Chapter 8 Refuelling Procedures
General 1
Filling of Transit Tanks 1
Decanting from Transit Tanks to Static Storage 2
Aircraft Refuelling 3
Sample Documentation 4
Chapter 9 Helicopter Landing Areas on Vessels
Vessels Supporting Offshore Mineral Workings and Specific

Standards for Landing Areas on Merchant Vessels 1
Amidships Helicopter Landing Areas – Purpose Built or
Non-Purpose Built Ships Centreline 1
Helicopter Landing Area Marking and Lighting 3
Ship’s Side Non Purpose Built Landing Area 3
Winching Areas 3
Obstructions 4
Poop Deck Operations 5
Winching Above Accommodation Spaces 5
Night Operations 5
Operating Guidance 6
Weather Conditions 7
Chapter 10 Tandem Rotor Helicopter Helidecks
Introduction 1
Omnidirectional Landing Area 3
Bi-directional Rectangular Landing Area 3
Loads – Structural Response Factor 3
Appendix A Checklist
Appendix B Bibliography
References 1
Sources 2
August 2005 Page vii

Appendix C Interim Guidance issued by CAA in July 2004
Appendix D Procedure For Authorising Offshore Helidecks (July

2003)
August 2005 Page viii

Foreword
1 This publication has become an accepted world-wide source of reference. The

amendments made to the fifth edition incorporate the results of valuable experience
gained from CAA funded research projects conducted with the support of the UK
offshore industry into improved helideck lighting, helideck environmental effects and
operations to moving helidecks. In particular the Sections concerning helideck
environmental effects and helideck lighting have been considerably revised; in respect
of helideck lighting, this is to ensure that UK good practice adequately reflects the
changes incorporated into amendment no. 3 to the International Standards and
Recommended Practices, ICAO Annex 14 Volume 2 (amendment no. 3 dated 25/11/
04) of the Convention on International Civil Aviation.
2 Since October 2001, UK CAA has been participating in the Group of Aerodrome Safety
Regulators (GASR) Helideck Working Group comprising National Aviation Authorities
from Norway, Denmark, Holland, Ireland and Romania. The group has been working
towards the harmonisation of offshore helicopter landing area ‘requirements’ in North
Sea Europe. A number of changes proposed for the fifth edition have been taken to
encourage a ‘level playing field’ amongst member States, and so provide the basis for
common offshore helicopter landing area ‘requirements’ throughout the North Sea
based on the technical content of CAP 437.
3 CAP 437 gives guidance on the criteria required by the CAA in assessing the standard
of offshore helicopter landing areas for world-wide use by helicopters registered in the
United Kingdom. These landing areas may be located on:
• fixed offshore installations;
• mobile offshore installations;
• vessels supporting offshore mineral exploitation;
• other vessels.
4 In this publication the term ‘helideck’ refers to all helicopter landing areas on fixed and
mobile installations and vessels unless specifically differentiated. The term ‘offshore’
is used to differentiate from ‘onshore’.
5 The criteria described in CAP 437 form part of the guidance issued by the CAA to
United Kingdom helicopter operators which is to be accounted for in Operations
Manuals required under United Kingdom aviation legislation and by the Joint Aviation
Requirements (JAR OPS 3). Helideck operations on the UK Continental Shelf (UKCS)
are regarded as being ‘unlicensed landing areas’, and offshore helicopter operators are
required to satisfy themselves that each helideck to which they operate is fit for
purpose and is properly described in their Operations Manual. UK offshore helicopter
operators have chosen to discharge this duty of care by accepting Helideck Landing
Area Certificates (HLAC’s) based on inspections undertaken by the Helideck
Certification Agency (HCA) formerly known as BHAB Helidecks (see Glossary of
Terms). The HCA procedure for the authorisation of helidecks is thus designed to
enable helicopter operators to ensure that offshore helidecks to which their
helicopters fly are suitable for purpose. The Helideck Certification Agency acts on
behalf of the interests of all of the UK offshore helicopter operators and, as the single
focal point for helideck matters in the UK, ensures that a level playing field is
maintained between the offshore helicopter operators who have each given an
undertaking to use the HCA system of authorisation in a Memorandum of
Understanding (MoU) and by publishing relevant material in their company Operations
Manuals.
August 2005 Foreword Page 1

6 If an offshore helideck does not meet the criteria in CAP 437, or if a change to the
helideck environment is proposed, the case should be referred to the HCA in the first
instance, prior to implementation. It is important that such changes are not restricted
to consideration of the physical characteristics and obstacle protected surfaces of the
helideck. Of equal, and sometimes even more importance, are changes to the
installation or vessel, and to adjacent installation or vessel structures which may affect
the local atmospheric environment over the helideck (and adjacent helidecks) or on
approach and take-off paths.
7 This procedure described for authorising the use of helidecks in the UKCS is co-
ordinated by the Helideck Certification Agency in a process which is supported by the
United Kingdom Offshore Operators’ Association (UKOOA); the British Rig Owners’
Association (BROA); and the International Association of Drilling Contractors (IADC)
members’ individual owner/operator safety management systems. HCA provides
secretarial support to the Helideck Steering Committee, with representation from all
offshore helicopter operators in the UK. The Helideck Steering Committee functions
to ensure that commonality is achieved between the offshore operators in the
application of operational limitations and that non compliances, where identified, are
treated in the same way by each operator. HCA publishes the Helideck Limitations List
(HLL) which contains details of all authorised helidecks including any operator-agreed
limitations applied to specific helidecks in order to compensate for any failings or
deficiencies in meeting CAP 437 criteria; so that the safety of flights is not
compromised. In the case of ‘New – Builds’ or major modifications to existing
Installations that may have an effect on helicopter operations, the CAA has published
guidance on helideck design considerations in CAA Paper 2004/02, and is available to
assist with the interpretation and the application of criteria stated in CAP 437.
However, it is important that HCA are always consulted at the earliest stage of design
to enable them to provide guidance and information on behalf of the helicopter
operator so that the process for authorising the use of the helideck can be completed
in a timely fashion. Early consultation is essential if maximum helicopter operational
flexibility is to be realised and incorporated into the installation design philosophy.
8 Although the process described above is an industry-agreed system, the legal
responsibility for acceptance of the safety of landing sites rests with the helicopter
operator (see Appendix D). The CAA accepts the process described above as being
an acceptable way in which the assessment of the CAP 437 criteria can be made. The
CAA, in discharging its regulatory responsibility, will audit the application of the
process on which the helicopter operator relies. As part of such an audit, the CAA will
review HCA procedures and processes and assess how they interface with the legal
responsibilities and requirements relating to the offshore helicopter operators.
9 The criteria in this publication relating to fixed and mobile Installations in the area of
the UKCS provide guidance which is accepted by the Health and Safety Executive
(HSE) and referred to in HSE offshore legislation. The criteria are guidance on
minimum standards required in order to achieve a clearance which will attract no
helicopter performance (payload) limitations. CAP 437 is an amplification of
internationally agreed standards contained in the International Civil Aviation
Organization Annex 14 to the Convention on International Civil Aviation, Volume 2,
‘Heliports’. Additionally it provides advice on ‘good practice’ obtained from many
aviation sources. ‘Good Practice’, naturally, should be moving forward continuously
and it should be borne in mind that CAP 437 reflects ‘current’ good practice at the
time of publication. There may be alternative means of meeting the criteria in the
guidance and these will be considered on their merits.

10 Additional criteria are given relating to vessels used in support of offshore mineral
exploitation which are not necessarily subject to HSE offshore regulation and also for
tankers, cargo, passenger and other vessels.
11 The United Kingdom Offshore Operators Association (UKOOA) has published
Guidelines for the Management of Offshore Helideck Operations and the Health and
Safety Executive (HSE) has published Offshore Helideck Design Guidelines endorsed
by the Offshore Industry Advisory Committee – Helicopter Liaison Group (OIAC-HLG).
The CAA has assisted in the compilation of both guidance documents; it is
recommended that offshore duty holders consult both documents which have been
produced for industry to compliment the technical material described in CAP 437.
12 As guidance on good practice, this document applies the term “should” when
referring to a recommended practice or ICAO standard, and the term “may” when a
variation or alternative approach could be acceptable to the CAA. The UK HSE accepts
that conformance with CAP 437 will demonstrate compliance with applicable
offshore regulations. CAP 437 is under continuous review resulting from technological
developments and experience; comments are welcome on its application in practice.
13 It can be seen from the above that major changes have taken place to the way in
which helidecks are cleared for operations. Such changes are reflected in UK Aviation
law based on JAR-OPS 3 (Joint Aviation Requirements – Commercial Air
Transportation [Helicopters]) and in associated guidance. The CAA should be
contacted on matters relating to interpretation and applicability of this guidance and
Aviation Law.

Glossary of Terms and Abbreviations
Aiming Circle Described in other publications as ‘landing circle’ or ‘touch down

marking’; the aiming point for normal landing, so designed that the
pilot’s seat can be placed directly above it in any direction with
assured main and tail rotor clearances.
ANO The Air Navigation Order 2005 (as amended).
Class Societies Organisations that establish and apply technical standards to the
design and construction of marine facilities including ships.
D-Value The largest overall dimension of the helicopter when rotors are
turning. This dimension will normally be measured from the most
forward position of the main rotor tip path plane to the most rearward
position of the tail rotor tip path plane (or the most rearward extension
of the fuselage in the case of Fenestron or Notar tails).
D-Circle A circle, usually imaginary unless the helideck itself is circular, the
diameter of which is the D-Value of the largest helicopter the helideck
is intended to serve.
FOD Foreign object debris/damage.
Helideck A landing area on an offshore installation or vessel.
Helideck The Helideck Certification Agency is the certifying agency acting on
Certification Agency behalf of the UK offshore helicopter operators that audits and inspects
“HCA” formerly all helidecks on offshore installations and vessels operating in UK
known as BHAB waters to the standards and guidelines laid down in CAP 437. In the
Helidecks text of this document the term ‘Helideck Certification Agency’ is used
in relation to the UK system for clearing helidecks for helicopter
operations. Outside UK, where this system is not in place, the term
should be replaced by ‘Helicopter Operator(s)’
HLAC The Helideck Landing Area Certificate issued by the Helideck
Certification Agency (HCA), and required by UK offshore helicopter
operators, to authorise the use of a helideck.
HLL Helideck Limitation List formerly known as the Installation/Vessel
Limitation List (IVLL); published and distributed by the HCA in UKCS
or other JAA National Authority accepted bodies in other North Sea
States.
ICAO International Civil Aviation Organization.
ICP Independent and competent person as defined in the Offshore
Installations (Safety Case) Regulations 1992 who is selected to
perform functions under the verification scheme.
Landing Area A generic term referring to any area primarily intended for the landing
or take-off of aircraft.
LOS Limited Obstacle Sector. The 150° sector within which obstacles may
be permitted, provided the height of the obstacles is limited.
August 2005 Glossary Page 1

NAI Normally Attended Installation.

NUI Normally Unattended Installation.
OFS Obstacle-Free Sector. The 210° sector, extending outwards to a
distance of 1000 metres within which no obstacles above helideck
level are permitted.
Perimeter D Marking The marking in the perimeter line in whole numbers; i.e the D-Value
(see above) rounded up or down to the nearest whole number. See
also Chapter 4 paragraph 2.2.
Run-Off Area An extension to the Landing Area designed to accommodate a parked
helicopter; sometimes referred to as the Parking Area.
SLA Safe Landing Area. The area bounded by the perimeter line and
perimeter lighting. N.B. The construction of the OFS and LOS
segments (see below) should ensure that the main rotor will not risk
conflict with obstacles when the nose of the helicopter is butted-up
to, but not projecting over, the perimeter line. Thus the pilot, when
landing in unusual circumstances, has confidence that he can touch
down provided that all wheels are within the SLA and the nose of the
helicopter is not projecting over the nearest perimeter line ahead. It
should be noted, however, that only correct positioning over the
aiming circle (see ‘Aiming Circle’ above) will ensure proper clearance
with respect to physical obstacles and provision of ground effect and
provision of adequate passenger access/egress.
UKCS United Kingdom Continental Shelf (Geographical area).
Verification Scheme A suitable written scheme as defined in the Offshore Installations
(Safety Case) Regulations 1992 for ensuring the suitability and proper
maintenance of safety-critical elements.
August 2005 Glossary Page 2

Chapter 1 Introduction
1 History of Development of Criteria for Offshore Helicopter Landing Areas,

1964-1973
In the early 1960s it became apparent that there would be a continuing requirement
for helicopter operations to take place on fixed and mobile offshore installations.
Various ideas were put forward by oil companies and helicopter operators as to the
appropriate landing area standards for such operations. In 1964, draft criteria were
published which used helicopter rotor diameter as a determinant of landing area size
and associated obstacle-free area. In the light of experience and after further
discussions, the criteria were amended and re-published in 1968. These criteria were
then, and still are, based upon helicopter overall length (from most forward position
of main rotor tip to most rearward position of tail rotor tip, or rearmost extension of
fuselage if ‘fenestron’ is used). This length is commonly referred to as ‘D’ for any
particular helicopter as the determinant of landing area size, associated
characteristics, and obstacle protected surfaces.
2 Department of Energy and the Health and Safety Executive Guidance on

the Design and Construction of Offshore Installations, 1973 Onwards
2.1 In the early 1970s, the Department of Energy began the process of collating guidance
standards for the design and construction of ‘installations’ – both fixed and mobile.
This led to the promulgation of the Offshore Installations (Construction and Survey
Regulations) 1974, which were accompanied by an amplifying document entitled
‘Offshore Installations: Guidance on the design and construction of offshore
installations’ (the 4th Edition Guidance). This guidance included criteria for helicopter
landing areas which had been slightly amended from those issued in 1968. During
1976 and 1977, the landing area criteria were developed even further during a full-
scale revision of this Guidance document, following consultations between the Civil
Aviation Authority, the British Helicopter Advisory Board and others. This material was
eventually published in November 1977 and amended further in 1979. This latter
amendment introduced the marking of the landing area to show the datum from
which the obstacle-free area originated, the boundary of the area, and the maximum
overall length of helicopter for which operations to the particular landing area were
suitable. The first edition of CAP 437 was published in 1981, amended in 1983 and
revised in December 1993 (2nd edition) and October 1998 (3rd edition). Following a
further amendment in January 2001, a 4th edition of CAP 437, incorporating the new
house style, was placed on the Publications section of the CAA website at
www.caa.co.uk in September 2002. Since the early 1990’s changes have been
introduced which incorporate the results of valuable experience gained from various
‘helideck’ research programmes as well as useful feedback from the Helideck
Certification Agency (formerly BHAB Helidecks) following several years experience in
carrying out helideck inspections; changes also include the latest helideck criteria
internationally agreed and published as Volume II (Heliports) of Annex 14 to the
Convention on International Civil Aviation.
2.2 In April 1991 the Health and Safety Commission and the Health and Safety Executive
(HSE) took over from the Department of Energy the responsibility for offshore safety
regulation. The Offshore Safety Act 1992, implementing the Cullen recommendations
following the Piper Alpha disaster, transferred power to HSE on a statutory footing.
August 2005 Chapter 1 Page 1

HSE also took over sponsorship of the 4th Edition Guidance and Section 55
‘Helicopter landing area’ referring to all installations.
2.3 Since April 1991, HSE has introduced four sets of modern goal setting regulations
which contain provisions relating to helicopter movements and helideck safety on
offshore installations. These update and replace the old prescriptive legislation. The
provisions are as follows:
Regulations Covers
1. The Offshore Installations (Safety Regulation 2(1) defines a major accident

Case) Regulations 1992 (SCR) (SI and this includes the collision of a
1992/2885) helicopter with an installation. Regulation
2(1) defines safety-critical elements (SCEs)
and Regulation 2(7A) refers to a
verification scheme for ensuring by means
described in Regulation 2(7B) that the
SCEs will be suitable and remain in good
repair and condition. Helidecks and their
associated systems are deemed to be
SCEs. Regulation 8 requires that a safety
case should demonstrate that hazards with
the potential to cause a major accident have
been identified, their risks evaluated and
measures taken to reduce personal risk to
the lowest level that is reasonably
practicable.
2. The Offshore Installations (Prevention Regulation 6(1)(c) requires a sufficient

of Fire and Explosion, and Emergency number of personnel trained to deal with
Response) Regulations 1995 (PFEER) helicopter emergencies to be available
(SI 1995/743) during helicopter movements. Regulation
7 requires the operator/owner of a fixed/
mobile installation to ensure that
equipment necessary for use in the event
of an accident involving a helicopter is kept
available near the helicopter landing area.
Equipment provided under Regulation 7
must comply with the suitability and
condition requirements of Regulation 19(1)
of PFEER. Regulations 9, 12 and 13 make
general requirements for the prevention of
fire and explosion, the control of fire and
explosion which would take in helicopter
accidents. Regulation 17 of PFEER
requires arrangements to be made for the
rescue of people near the installation from
helicopter ditchings.

Regulations Covers
3. The Offshore Installations and Pipeline Regulation 8 requires people to co-operate

Works (Management and Administration) with the Helicopter Landing Officer to
Regulations 1995 (MAR) (1995/738) enable him to perform his function referred
to in Regulation 13. Regulation 11
requires comprehensible instructions to be
put in writing and brought to the attention
of everybody to whom they relate.
Circumstances where written instructions
might be needed include helideck
operations (particularly if involving part-time
helideck crew). Regulation 12(b) requires
arrangements which are appropriate for
health and safety purposes, to be in place
for effective communication between an
installation, the shore, aircraft and other
installations. Arrangements must also be in
place for effective communication where a
helicopter is to land on or take-off from an
installation aboard which there will be no
person immediately before landing or after
the take-off, between a suitable offshore
installation with persons on board or where
there is no suitable installation, suitable
premises ashore. Regulation 13 requires
the operator/owner of a fixed/mobile
installation to ensure that a competent
person is appointed to be in control of
helideck operations on the installation (i.e.
the Helicopter Landing Officer), is present
on the installation, is in control throughout
such operations and procedures are
established and plant provided as will
secure so far as is reasonably practicable
that helideck operations including landing/
take-off are without risks to health and
safety. Regulation 14 requires the duty
holder to make arrangements for the
collection and keeping of meteorological,
oceanographic and information relating to
the movement of the offshore installation.
This is because environmental conditions
may affect helicopter operations and the
ability to implement emergency plans.
Regulation 19 requires the operator/owner
of an offshore installation to ensure that the
installation displays its name in such a
manner as to make the installation readily
identifiable by sea or air; and displays no
name, letters or figures likely to be
confused with the name or other
designation of another offshore installation.

Regulations Covers
4. The Offshore Installations and Wells Regulation 11 – Helicopter Landing Area

(Design and Construction, etc.) requires the operator/owner of a fixed/
Regulations 1996 (DCR) (SI 1996/913) mobile installation to ensure that every
landing area forming part of an installation is
large enough and has sufficient clear
approach/departure paths to enable any
helicopter intended to use the landing area
safely, to land and take-off in any wind and
weather conditions permitting helicopter
operations and is of a design and
construction adequate for its purpose.
HSE has published guidance documents on SCR, MAR and DCR and in the case of PFEER,
combined guidance and an Approved Code of Practice.
2.4 In February 2005 UKOOA published “Guidelines for the Management of Offshore
Helideck Operations” (Issue 5) preceded in 2004 by an HSE publication ”Offshore
Helideck Design Guidelines” which was sponsored by HSE and the CAA, and
endorsed by the Offshore Industry Advisory Committee – Helicopter Liaison Group
(OIAC-HLG).
3 Applicability of Standards in Other Cases
3.1 For vessels engaged in supporting mineral exploitation (such as crane or derrick
barges, pipe-laying vessels, fire and rescue vessels, seismic research vessels, etc),
which are not classed as ‘offshore installations’ and so are not subject to a verification
scheme, the CAA recommends the application of the same standards for the
helicopter landing areas contained in this CAP. Compliance with this recommendation
will enable helicopter operators to fulfil their own legal obligations and responsibilities
(see Appendix D).
3.2 On other merchant vessels where it is impractical for these standards to be achieved,
for example, where the landing area has to be located amidships, the criteria to be
used are included in Chapter 9 of this publication. Also in that Chapter is guidance
applicable to vessels involved on infrequent helicopter services in parts of the world
other than the UKCS, or which may require facilities for helicopter winching activities
only. Whilst this material covers the main aspects of criteria for a helicopter landing
or manoeuvring area, there may be operational factors involved with these vessels
such as air turbulence; flue gases; excessive helideck motion; or the size of restricted
amidships landing areas, on which guidance should be obtained from the helicopter
operator or the Helideck Certification Agency and from other competent specialists.
4 Review of CAP 437
Between 1992 and 1995 a programme of offshore installation helideck inspections

was carried out. The inspections were carried out jointly by the CAA’s Aerodrome
Standards Inspectorate and the Health and Safety Executive (Offshore Safety
Division). Experience gained during these inspections was incorporated, where
relevant, into the 2nd and 3rd edition text.

5 Worldwide Application
5.1 It should be noted that references are made to United Kingdom legislatory and
advisory bodies. However, this document is written so that it may provide useful
guidance on minimum standards applicable for the safe operation of helicopters to
offshore helidecks throughout the world.
5.2 The guidance is therefore particularly relevant to UK registered helicopters operating
within and outwith the UKCS areas; whether or not they have access to the Helideck
Certification Agency (HCA) process. In cases where the accepted HCA process is not
applicable or available and where reference is made to Helicopter Certification Agency
in this document it can be substituted by the phrase ‘the helicopter operator’ – who
should have in place a system for assessing and authorising the operational use of
each helideck. Within Europe, under the control of the Joint Aviation Authority (JAA)
through Joint Aviation Requirements (JAR-OPS 3), authorisation of each helideck is a
specific Requirement (JAR-OPS 3.220) and guidance on the criteria for assessment is
given in an ‘acceptable means of compliance’ (AMC) to this Requirement.
5.3 Outside UKCS other European helicopter operators have in place systems which
comply with the JAR-OPS 3 Requirement but which may not utilise the HCA process
in favour of a more local system which satisfies the National Authority. Throughout
the range of operations covered by JAR-OPS agreement has been made to share all
helideck information between helicopter operators by the fastest possible means.
5.4 Other helicopter operators, who operate outside the areas covered by the JAA and
who are using this guidance document, are recommended to establish a system for
assessing and authorising each helideck for operational use. It is a fact that many
Installations and vessels do not fully comply with the criteria contained in the
following Chapters. A system for the assessment of the level of compliance plus a
system for imposing compensating operational limitations is the only way of ensuring
that the level of safety to flights is not compromised.

Chapter 2 Helicopter Performance Considerations
1 General Considerations
1.1 The guidance for helicopter landing areas on offshore installations and vessels results
from the need to ensure that United Kingdom registered helicopters are afforded
sufficient space to be able to operate safely at all times in the varying conditions
experienced offshore.
1.2 The helicopter’s performance requirements and handling techniques are contained in
the Rotorcraft Flight Manual and/or the operator’s Operations Manual.
1.3 Helicopter companies operating for public transport are required to hold an Air
Operator’s Certificate (AOC) which is neither granted nor allowed to remain in force
unless they provide procedures for helicopter crews which safely combine the space
and performance requirements mentioned above.
2 Safety Philosophy
2.1 Aircraft performance data is scheduled in the Flight Manual and/or the operations
manual which enables flight crew to accommodate the varying ambient conditions
and operate in such a way that the helicopter has sufficient space and sufficient
engine performance to approach, land and take off from helidecks in safety.
2.2 Additionally Operations Manuals recognise the remote possibility of a single engine
failure in flight and state the flying procedures and performance criteria which are
designed to minimise the exposure time of the aircraft and its occupants during the
short critical periods during the initial stage of take-off, or final stage of landing.
2.3 The CAA is currently researching the effects upon helicopter performance and control
created by the offshore helideck environment in order to establish whether there is a
need for additional procedures and/or revised criteria (see Chapter 3, Section 2).
3 Factors Affecting Performance Capability
On any given day helicopter performance is a function of many factors including the
actual all-up mass; ambient temperature; pressure altitude; effective wind speed
component; and operating technique. Other factors, concerning the physical and
airflow characteristics of the helideck and associated or adjacent structures, will also
combine to affect the length of the exposure period referred to in Section 2 above.
These factors are taken into account in the determination of specific and general
limitations which may be imposed in order to ensure adequate performance and to
ensure that the exposure period is kept to a minimum. In many circumstances the
period will be zero. It should be noted that, following a rare power unit failure, it may
be necessary for the helicopter to descend below deck level to gain sufficient speed
to safely fly away, or in very rare circumstances, to land on the water. In certain
circumstances, where exposure periods would otherwise be unacceptably long, it will
probably be necessary to reduce helicopter weight (and therefore payload) or even to
suspend flying operations.

Chapter 3 Helicopter Landing Areas – Physical

Characteristics
1 General
1.1 This Chapter provides guidance on the physical characteristics of helicopter landing
areas (helidecks) on offshore installations and vessels. It should be noted that where
a Verification Scheme is required it should state for each helicopter landing area the
maximum size of helicopter in terms of D-value for which that area is certificated or
verified with regard to strength and size in accordance with these requirements.
Where these criteria cannot be met in full for a particular size of helicopter, the
verifying agency should liaise with the Helideck Certification Agency (HCA) on any
operational restrictions that may be considered necessary in order to compensate for
deviations from and non-compliance with these criteria. The Helideck Certification
Agency will inform the helicopter operators of any restrictions through the Helideck
Limitations List (HLL).
1.2 The criteria which follow are based on helicopter size and mass. This data is
summarised in Table 1 below.
Table 1 D-Value and Helicopter Type Criteria
Perimeter Rotor Max

D-value ‘t’ Landing net
Type ‘D’ diameter weight
(metres) value size
marking (metres) (kg)
Bolkow Bo 105D 12.00 12 9.90 2400 2.4t Not required
Bolkow 117 13.00 13 11.00 3200 3.2t Not required
Agusta A109 13.05 13 11.00 2600 2.6t Small
Dauphin SA 365N2 13.68 14 11.93 4250 4.3t Small
EC 155B1 14.30 14 12.60 4850 4.9t Medium
Sikorsky S76 16.00 16 13.40 5307 5.3t Medium
Agusta/ Bell 139 16.66 17 13.80 6400 6.4t Medium
Bell 212 17.46 17 14.63 5080 5.1t Not required
Super Puma AS332L 18.70 19 15.00 8599 8.6t Medium
Bell 214ST 18.95 19 15.85 7936 8.0t Medium
Super Puma AS332L2 19.50 20 16.20 9300 9.3t Medium
EC 225 19.50 20 16.20 11000 11.0t Medium
Sikorsky S92 † 20.88 21 17.17 11861 11.9t Large
Sikorsky S61N 22.20 22 18.90 9298 9.3t Large
EH101 22.80 23 18.60 14600 14.6t Large
Boeing BV234LR* 30.18 30 18.29 21315 21.3t Large

Chinook

* The BV234 is a tandem rotor helicopter and in accordance with ICAO Annex 14 Volume II, the helideck size required is
0.9 of the helicopter D, i.e. 27.16 m. The HCA should be consulted if it is intended to use tandem rotor helicopters on
offshore helidecks. See Chapter 10 – ‘Tandem Rotor Helicopter Helidecks’.
† Manufacturer derived data has indicated that the maximum take-off mass of the military, and perhaps civil variant, of the
S92 may grow to 12,834 kg. It is understood that structural design considerations for new build S92 helidecks will
normally be based on the higher take-off mass (12,834 kg). Where structural design is verified by an ICP to be in
accordance with the ‘growth’ take-off mass, duty holders are permitted to display the higher ‘t’ value marking on the
helideck i.e. ‘12.8t’.
NOTE: Where skid fitted helicopters are used routinely, landing nets are not recommended.
2 Helideck Design Considerations – Environmental Effects
2.1 Introduction
2.1.1 The safety of helicopter flight operations can be seriously degraded by environmental
effects that may be present around installations, vessels and their helidecks. The
term “environmental effects” is used here to represent the effects of the installation
or vessel and/or its systems and/or processes on the surrounding environment, which
result in a degraded local environment in which the helicopter is expected to operate.
These environmental effects are typified by structure-induced turbulence, turbulence
and thermal effects caused by gas turbine exhausts, thermal effects of flares and
diesel exhaust emissions, and unburnt hydrocarbon gas emissions from cold flaring
or, more particularly, emergency blowdown systems. It is almost inevitable that
helidecks installed on the cramped topsides of offshore installations will suffer to
some degree from one or more of these environmental effects, and controls in the
form of operational restrictions may be necessary in some cases. Such restrictions
can be minimised by careful attention to the design and layout of the installation
topsides and, in particular, the location of the helideck.
2.1.2 Guidance on the design and placement of offshore helidecks has existed for many
years in CAP 437, which contains certain environmental criteria (see paragraph 2.2.1
below). These criteria have been set to define safe operating boundaries for
helicopters in the presence of known environmental hazards. Where these criteria
cannot be met, a limitation is placed in the Helideck Limitation List (HLL). These
entries are usually specific to particular combinations of wind speed and direction, and
either restrict helicopter weight (payload), or prevent flying altogether in certain
conditions.
2.1.3 The HLL system is operated for the benefit of the offshore helicopter operators and
should ensure that landings on offshore helidecks are properly controlled when
adverse environmental effects are present. On poorly designed helidecks, severe
operational restrictions may result leading to significant commercial penalties for an
installation operator or vessel owner. Well designed and ‘helicopter friendly’ platform
topsides and helidecks should result in efficient operations and cost savings for the
installation operator. Information from helideck flow assessment studies (see
paragraphs 2.3.2 and 2.3.3 below) should be made available to the Helideck
Certification Agency (HCA) prior to flight operations in order that any necessary
operational limitations can be imposed prior to service so that safety is not
compromised.
2.2 Guidance
2.2.1 A review of offshore helideck environmental issues (see CAA Paper 99004)
concluded that many of the decisions leading to poor helideck operability had been
made in the very early stages of design, and recommended that it would be easier for
designers to avoid these pitfalls if comprehensive helideck design guidance was
made available to run in parallel with CAP 437. As part of the subsequent research

programme, material covering environmental effects on offshore helideck operations

was commissioned by the Health and Safety Executive (HSE) and the Civil Aviation
Authority (CAA). This material is presented in CAA Paper 2004/02: “Helideck Design
Considerations – Environmental Effects” and is available on the Publications section
of the CAA website at www.caa.co.uk. It is strongly recommended that platform
designers and offshore duty holders consult CAA Paper 2004/02 at the earliest
possible stage of the design process.
2.2.2 The objective of CAA Paper 2004/02 is to help platform designers to create offshore
installation topside designs, and helideck locations, that are safe and ‘friendly’ to
helicopter operations by minimising exposure to environmental effects. It is hoped
that, if used from ‘day one’ of the offshore installation design process when facilities
are first being laid out, this manual will prevent or minimise many helideck
environmental problems at little or no extra cost to the design or construction of the
installation.
NOTE: CAA Paper 2004/02 is reproduced in toto in Section 10 of the Offshore Helideck
Design Guidelines sponsored by the Oil Industry Advisory Committee – Helicopter
Liaison Group and published by the UK Health and Safety Executive.
2.3 Design Criteria
2.3.1 The design criteria given in the following paragraphs represent the current best
information available and should be applied to new installations, significant
modifications to existing installations, and to combined operations (where a mobile
platform or vessel is operating in close proximity to another installation). In the case
of multiple platform configurations, the design criteria should be applied to the
arrangement as a whole.
NOTE: When considering the volume of airspace to which the following criteria apply,
installation 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 deemed to be up to
a height above the helideck corresponding to 30 ft plus wheels-to-rotor height plus
one rotor diameter.
2.3.2 All new build offshore helidecks, modifications to existing topside arrangements
which could potentially have an effect on the environmental conditions around an
existing helideck, or helidecks where operational experience has highlighted potential
airflow problems should be subject to appropriate wind tunnel testing or CFD studies
to establish the wind environment in which helicopters will be expected to operate.
As a general rule, the vertical mean wind speed above the helideck should not exceed
± 0.9m/s (1.75 kts) for a windspeed of up to 25 m/s (48.6 kts). This equates to a wind
vector slope of 2°. The helicopter operator should be informed at the earliest
opportunity of any wind conditions for which this criterion is not met. Operational
restrictions may be necessary.
2.3.3 Unless there are no significant heat sources on the installation or vessel, offshore
duty holders should commission a survey of ambient temperature rise based on a
Gaussian dispersion model and supported by wind tunnel tests or CFD studies for
new build helidecks, modifications to existing topside arrangements, or for helidecks
where operational experience has highlighted potential thermal problems. When the
results of such modelling and/or testing indicate that there may be a rise of air
temperature of more than 2°C (averaged over a 3 second time interval), the helicopter
operator should be consulted at the earliest opportunity so that appropriate
operational restrictions may be applied if necessary.
2.3.4 Previous editions of CAP 437 have suggested that ‘some form of exhaust plume
indication should be provided for use during helicopter operations, for example, by the

production of coloured smoke’. Research has been conducted into the visualisation
of gas turbine exhaust plumes and guidance on how this can be achieved in practice
has been established. This work will be reported in a CAA paper in the near future and
it is likely that a recommendation will be made for installations which have a known
history of gas plume ‘encounters’ to give serious consideration to implementing
systems to ensure effective visualisation of otherwise unseen exhaust plumes. In the
interim period, it is recommended that offshore duty holders contact the CAA for
guidance and advice.
2.3.5 A survey of offshore helicopter pilot opinion based on responses to a questionnaire
on workload and safety hazards (CAA Paper 97009) rated ‘turbulence around
platforms’ as the largest source of workload and presenting the largest safety risk of
all aspects of offshore helicopter flight operations. A turbulence criterion has
therefore been developed (see CAA Paper 2004/03) which stipulates a limit on the
standard deviation of the vertical airflow velocity of 2.4m/s. This criterion should be
considered as provisional and is presented here for information only pending
satisfactory conclusion of the ongoing validation exercise.
2.3.6 The maximum permissible concentration of hydrocarbon gas within the helicopter
operating area is 10% Lower Flammable Limit (LFL). Concentrations above 10% LFL
have the potential to cause helicopter engines to surge or flame out with the
consequent risk to the helicopter and its passengers. It should also be appreciated
that, in forming a potential source of ignition for flammable gas, the helicopter can
pose a risk to the installation itself. It is considered unlikely that routine ‘cold flaring’
will present any significant risk, but the operation of emergency blowdown systems
should be assumed to result in excessive gas concentrations. Installation operators
should have in place a management system which ensures that all helicopters in the
vicinity of any such releases are immediately advised to stay clear.
NOTE: The installation of ‘Status Lights’ systems (see Chapter 4, paragraph 3.10) is not
considered to be a solution to all potential flight safety issues arising from
hydrocarbon gas emissions; these lights are only a warning that the helideck is in an
unsafe condition for helicopter operations.
2.3.7 For ‘permanent’ multiple platform configurations, usually consisting of two or more
bridge-linked fixed platforms in close proximity, where there is a physical separation
of the helideck from the production and process operation, the environmental effects
of hazards emanating from the ‘remote’ production platform 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 that carries the gas cloud from
a neighbouring platform (bridge-linked module) in the direction of the helideck.
2.3.8 For ‘temporary’ combined operations, where one mobile installation or vessel (e.g. a
flotel) is operated in close proximity to a fixed installation, the environmental effects
of hazards emanating from one installation (or vessel) on the other installation (or
vessel) should be fully considered. This ‘assessment’ should consider the effect of
the turbulent wake from one platform impinging on the helideck of the other, and of
any hot or cold gas exhausts from one installation or vessel influencing the approach
to the other helideck. On occasions there may be more than two installations and/ or
vessels in a ‘temporary combined’ arrangement. Where this is the case, the effect of
turbulent wake and hot gas exhausts from each installation or vessel on all helideck
operations within the combined arrangement should be considered.
NOTE: Section 2 is primarily concerned with the issue of environmental effects on the
helideck design. In respect of permanent multi-platform configurations and
‘temporary’ combined operations there are a number of other considerations that
may need to be addressed. These include, but may not be limited to, the effect of
temporary combined operations on helideck obstacle protection criteria.

Additional considerations are described in more detail in the OIAC HLG sponsored
‘Offshore Helideck Design Guidelines’ and UKOOA ‘Guidelines for the
Management of Offshore Helideck Operations’.
3 Structural Design
3.1 The take-off and landing area should be designed for the heaviest and largest
helicopter anticipated to use the facility (see Table 1). Helideck structures should be
designed in accordance with the ICAO (International Civil Aviation Organisation)
requirements (the Heliport Manual), ISO (International Standards Organisation) codes
for offshore structures and, for a floating installation, the relevant IMO (International
Maritime Organisation) code. The maximum size and mass of helicopter for which the
helideck has been designed should be stated in the Installation/Vessel Operations
Manual and Verification and/or Classification document.
3.2 Optimal operational flexibility will be gained from considering the potential life and
usage of the facility along with likely future developments in helicopter design and
technology.
3.3 Consideration should also be given in the design to other types of loading such as
personnel, traffic, snow, freight, fuelling equipment etc. as stated in the ICAO
Heliport Manual and other requirements. It may be assumed that single main rotor
helicopters will land on the wheel or wheels of two main undercarriages (or skids if
fitted) and that the tandem main rotor helicopter will land on the wheel or wheels of
all main undercarriages. The resulting loads should be divided equally between two
main undercarriages. For tandem main rotor helicopters the total loads imposed on
the structure should be considered as concentrated loads acting at the centres of the
undercarriages of the specified helicopter and distributed between the main
undercarriages in the same proportions as the maximum static loads. These
concentrated undercarriage loads should normally be treated as point loads. Where
advantageous a tyre contact area may be assumed in accordance with the
manufacturer’s specification. Plastic design considerations may be applied to the
deck (i.e. plating and stiffeners) but elastic design should be used for the main
supporting members (girders, trusses, pillars, columns, etc.) so as to limit deflections
and reduce the likelihood of the helideck structure being so damaged as to prevent
other helicopters from landing.
NOTES: 1 Requirements for the structural design of helidecks will be set out in ISO 19901-3
Petroleum and Natural Gas Industries – Specific Requirements for Offshore
structures, Part 3: Topsides Structure to be published in 2005). Useful guidance
is also given in OIAC publication ‘Offshore Helideck Design Guidelines’ published
by the Health and Safety Executive.
2 Consideration should be given to the possibility of accommodating an
unserviceable helicopter in the parking or run off area to the side of the helideck
to allow a relief helicopter to land. If this contingency is designed into the
construction/operating philosophy of the installation, the helicopter operator
should be advised of any weight restrictions imposed on the relief helicopter by
the structural integrity considerations.
3 Alternative loading criteria equivalent to those recommended here and in
Sections 4 and 5 may be used where aircraft specific loads have been derived by
the aircraft manufacturer from a suitable engineering assessment taking account
of the full range of potential landing conditions, including failure of a single engine
at a critical point, and the behaviour of the aircraft undercarriage and the response
of the helideck structure. The aircraft manufacturer should provide information to
interested parties, including the owner or operator of the installation and the
helicopter operator to justify any such alternative criteria. The aircraft

manufacturer may wish to seek the opinion of the CAA on the basis of the criteria
to be used. In consideration of alternative criteria, the CAA is content to assume
that a single engine failure is the case among likely survivable emergencies
which would generate the highest vertical rate of descent on to the helideck.
4 Loads – Helicopters Landing
The helideck should be designed to withstand all the forces likely to act when a
helicopter lands including:
a) Dynamic load due to impact landing. This should cover both a heavy normal
landing and an emergency landing. For the former, an impact load of 1.5 x
maximum take-off mass (MTOM) of the helicopter should be used, distributed as
described in Section 3 above. This should be treated as an imposed load, applied
together with the combined effect of b) to f) below in any position on the safe
landing area so as to produce the most severe landing condition for each element
concerned. For an emergency landing, an impact load of 2.5 x MTOM should be
applied in any position on the landing area together with the combined effects of
b) to f) inclusive. Normally the emergency landing case will govern the design of
the structure.
b) Sympathetic response of landing platform. The dynamic load (see a) above)
should be increased by a structural response factor depending upon the natural
frequency of the helideck structure, after considering the design of its supporting
beams and columns and the characteristics of the designated helicopter. It is
recommended that a structure response factor of 1.3 should be used unless
further information is available to allow a lower factor to be calculated. Information
required to do this will include the natural periods of vibration of the helideck and
dynamic characteristics of the designated helicopter and its landing gear.
c) Overall superimposed load on the landing platform. To allow for snow,
personnel etc. in addition to wheel loads, an allowance of 0.5 kN/m2 should be
added over the whole area of the helideck.
d) Lateral load on landing platform supports. The landing platform and its
supports should be designed to resist concentrated horizontal imposed loads
equivalent to 0.5 x maximum take-off mass 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.
f) Wind loading. Wind loading should be allowed for in the design of the platform.
This should be applied in the direction which, together with the imposed lateral
loading, will produce the most severe loading condition on each element.
g) Punching shear. A check should be made for the punching shear from an
undercarriage wheel with a contact area of 65 x 103 mm2 acting in any probable
location. Particular attention to detailing should be taken at the junction of the
supports and the platform deck.
5 Loads – Helicopters at Rest
The helideck should be designed to withstand all the applied forces that could result
from a helicopter at rest; the following should be taken into account:

a) Imposed load from helicopter at rest. The entire helideck, including any separate
parking or run off area, should be designed to resist an imposed load equal to the
maximum take-off mass of the helicopter. This load should be distributed between
all the undercarriages of the helicopter. It should be applied in any position on the
helicopter platform so as to produce the most severe loading condition for each
element considered.
b) Overall superimposed load, dead load and wind load. The values for these
loads are the same as given in Section 4 above and should be considered to act in
combination with a) above. Consideration should also be given to the additional
wind loading from any parked or secured helicopter.
c) The effect of acceleration forces and other dynamic amplification forces arising
from the predicted motions of mobile installations and vessels, in the appropriate
environmental conditions corresponding to a 10-year return period, should be
considered.
6 Size and Obstacle Protected Surfaces
NOTE: The location of a specific helideck is often a compromise given the competing
requirements for space. Helidecks should be at or above the highest point of the
main structure. This is a desirable feature but it should be appreciated that if this
entails a landing area much in excess of 60m above sea level, the regularity of
helicopter operations may be adversely affected in low cloud base conditions.
6.1 For any particular type of single main rotor helicopter, the helideck should be
sufficiently large to contain a circle of diameter D equal to the largest dimension of
the helicopter when the rotors are turning. This D circle should be totally unobstructed
(see Table 1 for D values). Due to the actual shape of most offshore helidecks the D
circle will be ‘imaginary’ but the helideck shape should be capable of accommodating
such a circle within its physical boundaries.
6.2 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 safe
landing area (and D circle) and which extends over a sector of at least 210°. Within
this sector, and out to a distance of 1000 metres from the periphery of the landing
area, only the following items may exceed the height of the landing area, but should
not do so by more than 0.25 metres:
• the guttering associated with the requirements in paragraph 7.2;
• the lighting required by Chapter 4;
• the outboard edge of the safety net required in paragraph 9.1;
• the foam monitors;
• those handrails and other items associated with the landing area which are
incapable of complete retraction or lowering for helicopter operations.

±15°
150° LIMITED
OBSTACLE FREE OBSTACLE SECTOR
210° SECTOR
0.25 D
0.1 D
±15°
0.83 D
0.62 D 1:2
0.05 D
D
0.12 D
0.21 D
Figure 1 Obstacle Limitation (Single Main Rotor and Side by Side Main Rotor
Helicopters) showing position of Aiming Circle
6.3 The bisector of the 210° obstacle-free sector should normally pass through the centre
of the D circle. The sector may be ‘swung’ by up to 15° as illustrated in Figure 1 but

not for bi-directional landing rectangles (See Chapter 10). Acceptance of the ‘swung’
criteria will normally only be applicable to existing Installations.
NOTE: If, for an existing installation, the 210° obstacle-free sector is swung, then it would
be normal practice to swing the 180° falling 5:1 gradient by a corresponding amount
to indicate, and align with, the swung OFS.
6.4 The Diagram at Figure 1 shows the extent of the two segments of the 150° Limited
Obstacle Sector (LOS) and how these are measured from the centre of the
(imaginary) ‘D’ Circle and from the perimeter of the safe landing area (SLA). This
diagram assumes, since most helidecks are designed to the minimum requirement
of accommodating a 1 ‘D’ Circle, that the ‘D’ Circle perimeter and SLA perimeter are
coincidental. No objects above 0.05D are permitted in the first (hatched area in Figure
1) segment of the LOS. The first segment extends out to 0.62D from the centre of
the ‘D’ Circle, or 0.12D from the SLA perimeter marking. The second segment of the
LOS, in which no obstacles are permitted within a rising 1:2 slope from the upper
surface of the first segment, extends out to 0.83D from the centre of the ‘D’ Circle,
or a further 0.21D from the edge of the first segment of the LOS.
The exact point of origin of the LOS is assumed to be at the periphery of the ‘D’ Circle.
Some helidecks are able to accommodate a SLA which covers a larger area than the
declared ‘D’ value; a simple example being a rectangular deck with the minor
dimension able to contain the ‘D’ Circle. In such cases it is important to ensure that
the origin of the LOS (and OFS) is at the SLA perimeter as marked by the perimeter
line. Any SLA perimeter should guarantee the obstacle protection afforded by both
segments of the LOS. The respective measurements of 0.12D from the SLA
perimeter line, plus a further 0.21D are to be applied. On these larger decks there is
thus some flexibility in deciding the position of the perimeter line and SLA in order to
meet the LOS requirements and when considering the position and height of fixed
obstacles. Separating the origin of the LOS from the perimeter of the ‘D’ Circle in
Figure 1 and moving it to the right of the page will demonstrate how this might apply
on a rectangular SLA.
The extent of the LOS segments will, in all cases, be lines parallel to the SLA
perimeter line and follow the boundaries of the SLA perimeter (see Figure 1). Only in
cases where the SLA perimeter is circular will the extent be in the form of arcs to the
‘D’ circle. However, taking the example of an octagonal SLA as drawn at Figure 1, it
would be possible to replace the angled corners of the two LOS segments with arcs
of 0.12D and 0.33D centred on the two adjacent corners of the SLA; thus cutting off
the angled corners of the LOS segments. If these arcs are applied they should not
extend beyond the two corners of each LOS segment so that minimum clearances of
0.12D and 0.33D from the corners of the SLA are maintained. Similar geometric
construction may be made to a square or rectangular SLA but care should be taken to
ensure that the LOS protected surfaces minima can be satisfied from all points on the
SLA perimeter.

Helideck level
5:1 Falling gradient
Sea level
210° sector
NOTE: For bi-directional tandem

main rotor helicopter operations 180° sector
the D circle shown in the plan
view is replaced by a rectangle PLAN VIEW
as described in Chapter 10, Figure 1.
Within 210° sector

Landing area no objects above this line
No structure Area in which No structure

between these Rig Structure between these
lines in 180° sector is permitted lines in 180° sector
in 180° sector
dient
5:1 Fa
ing gra
lling g
5:1 Fall
radien
t
Sea level Sea level
ELEVATION
Figure 2 Obstacle-Free Areas – Below Landing Area Level (for all types of
helicopters)

6.5 Whilst application of the criteria in paragraph 6.2 above will ensure that no
unacceptable obstructions exist above the helicopter landing area level over the
whole 210° sector, it is necessary to consider the possibility of helicopter loss of
height due to power unit failure during the latter stages of the approach or early
stages of take-off. Accordingly, a clear zone should be provided below landing area
level on all fixed and mobile installations between the helideck and the sea. This
falling 5:1 protected surface should be provided over at least 180° and ideally it
should cover the whole of the 210° OFS, with an origin at the centre of the ‘D’ Circle,
and extending outwards for 1000 metres (see Figure 2). All objects that are
underneath anticipated final approach paths should be assessed.
NOTE: For practical purposes the falling obstacle limitation surface can be assumed to be
defined from points on the outboard edge of the helideck perimeter safety netting
supports (1.5 metres from deck edge). Minor infringements of the surface by foam
monitor platforms or access/escape routes may be accepted only if they are
essential to the safe operation of the helideck but may also attract helicopter
operational limitations.
NOTE: Research completed in 1999 demonstrated that, following a single engine failure in
a twin engine helicopter after take-off decision point, and assuming avoidance of the
deck edge, the resulting trajectory will carry the helicopter clear of any obstruction
in the range 2:1 to 3:1. It is therefore only necessary for operators to account for
performance in relation to specified 5:1 falling gradient when infringements occur to
a falling 3:1 rather than a 5:1 slope.
6.6 It is recognised that when support installations, such as ‘flotels’ and crane-barges are
operating close to other installations, it will not always be possible to meet the
horizontal and vertical obstacle protected surface requirements. In these
circumstances, installation operators should attempt to meet the above criteria as
closely as possible when planning the siting of a combination of installations or an
installation and a vessel, and should forward drawings of the proposed configuration
to the HCA as early as possible in the process for assessment and consultation on the
operational aspects. Consultation with the helicopter operators in the early planning
stages will help to optimise helicopter operations for support installation location.
NOTE: As a general rule, on helidecks where obstacle protected surfaces are infringed by
other installations or vessels which are positioned within 1000 metres of the point
of origin of the sector, it may be necessary to impose helicopter operating
restrictions on one or all helidecks affected.
6.7 It is accepted that, at times, short term infringement to obstacle protected surfaces
cannot be avoided when, for example, supply/support vessels work close to an
installation. It may be impractical to assess such situations within the time available.
However, the helicopter operator may need to apply operational limitations in such
circumstances. It is therefore important for helicopter crews to be kept informed of
all temporary infringements.
7 Surface
7.1 The landing area should have an overall coating of non-slip material and all markings
on the surface of the landing area should be made with the same non-slip materials.
Whilst extruded section or grid construction aluminium (or other) decks may
incorporate adequate non-slip profiles in their design, it is preferable that they are also
coated with a non-slip material unless adequate friction properties have been
designed into the construction. It is important that the friction properties exist in all
directions. Over-painting friction surfaces on such designs may compromise the
friction properties. Recognised surface friction material is available commercially.

7.2 Every landing area should be equipped with adequate surface drainage arrangements
and a free-flowing collection system that will quickly and safely direct any rainwater
and fuel spillage and/or fire fighting media away from the helideck surface to a safe
place. Helidecks on fixed installations should be cambered to approximately 1:100.
Any distortion of the helideck surface on an installation due to, for example, loads
from a helicopter at rest should not modify the landing area drainage system to the
extent of allowing spilled fuel to remain on the deck. A system of guttering on a new
build or a slightly raised kerb (permitted only for an existing installation or vessel)
should be provided around the perimeter to prevent spilled fuel from falling on to
other parts of the installation and to conduct the spillage to an appropriate drainage
system. The capacity of the drainage system should be sufficient to contain the
maximum likely spillage of fuel on the deck. The calculation of the amount of spillage
to be contained should be based on an analysis of helicopter type, fuel capacity,
typical fuel loads and uplifts. The design of the drainage system should preclude
blockage by debris. The helideck area should be properly sealed so that spillage will
only route into the drainage system.
7.3 Tautly-stretched rope netting should be provided to aid the landing of helicopters with
wheeled undercarriages in adverse weather conditions. The intersections should be
knotted or otherwise secured to prevent distortion of the mesh. It is preferable that
the rope be 20 mm diameter sisal, with a maximum mesh size of 200 mm. The rope
should be secured every 1.5 metres round the landing area perimeter and tensioned
to at least 2225 N. Netting made of material other than sisal will be considered but
netting should not be constructed of polypropylene type material which is known to
rapidly deteriorate and flake when exposed to weather. Tensioning to a specific value
may be impractical offshore. As a rule of thumb, it should not be possible to raise any
part of the net by more than approximately 250 mm above the helideck surface when
applying a vigorous vertical pull by hand. The location of the net should ensure
coverage of the area of the Aiming Circle but should not cover the helideck
Identification marking or ‘t’ value markings. Some nets may require modification to
outboard corners so as to keep the Identification Marking uncovered. In such
circumstances the dimensions given in Table 2 may be modified.
7.4 There are three sizes of netting as listed below in Table 2. The minimum size depends
upon the type of helicopter for which the landing area is to be used as indicated in
Table 1.
Table 2 Helicopter Deck Netting
Small 9 metres by 9 metres
Medium 12 metres by 12 metres
Large 15 metres by 15 metres
7.5 For fixed Normally Attended Installations (NAIs), where no significant movement due
to environmental conditions occurs, provided the helideck can be shown to achieve
an average surface friction value of not less than 0.65 determined by a test method
acceptable to the CAA, the helideck landing net may be removed. The installation
operator should ensure thereafter that the helideck is kept free from oil, grease, ice,
snow, excessive surface water or any other contaminant, particularly guano, that
could degrade surface friction. Assurance should be provided to the helicopter
operator that procedures are in place for elimination and removal of contaminants
prior to a helicopter movement. Following removal of the netting, the helideck should
be re-tested at regular intervals. The criteria for initial removal and the frequency of
subsequent testing should be approved by an ICP, subject to the guidance contained

in CAA Paper 98002. Friction testing periodicity can be determined using a simple
trend analysis as described in this paper. Table 3 indicates typical frequencies of
inspection for given ranges of friction values.
Consideration to remove landing nets on NUIs may only be given if procedures are in
place which guarantee that the helideck will remain clear of contaminants such that
there is no risk of helideck markings and visual cues being compromised or friction
properties reduced.
Landing nets on Mobile Installations have generally, in the absence of any research,
been regarded as essential. However, it may be possible to present a Safety Case to
the HCA for specific installations. The Safety Case should consider pitch, roll and
heave limitations and will require flight testing and a certain amount of research work.
Table 3 Friction Requirements for Landing Area Net Removal
Average surface friction value Maximum period between tests
0.85 and above (Recognised Friction Surface)1 36 months
0.7 to 0.84 12 months
0.65 to 0.69 6 months
Less than 0.65 Net to be retained

1. Refer to CAA Paper 98/002
Recent experience has shown that the removal of landing nets on some installations
has provided undesirable side-effects. Although the landing net was designed
specifically to enhance the friction properties of helideck surfaces, it would appear
that its textural properties can also provide pilots with a rich set of visual cues in terms
of rate of closure and lateral movement which are essential for pilots in what can
otherwise be a poor cueing environment. Serious consideration should be given to
this aspect before a landing net is removed. The helicopter operator should be
consulted before existing landing nets are removed and Installation operators should
be prepared to replace landing nets if so advised by the helicopter operator in the case
that visual cueing difficulties exist. For these reasons it is also recommended that the
design of new Installations should incorporate the provision of landing net fittings
regardless of the type of friction surface to be provided.
8 Helicopter Tie-Down Points
8.1 Sufficient flush fitting (when not in use) or removable semi-recessed tie-down points
should be provided for securing the maximum sized helicopter for which the helideck
is designed. They should be so located and be of such strength and construction to
secure the helicopter when subjected to weather conditions pertinent to the
installation design considerations. They should also take into account, where
significant, the inertial forces resulting from the movement of floating units.
8.2 Tie-down rings should be compatible with the dimensions of tie-down strop
attachments. Tie-down rings and strops should be of such strength and construction
so as to secure the helicopter when subjected to weather conditions pertinent to the
installation design considerations. The maximum bar diameter of the tie-down ring
should be 22 mm in order to match the strop hook dimension of the tie-down strops
carried in UK offshore helicopters. Advice on recommended safe working load
requirements for strop/ring arrangements for specific helicopter types can be
obtained from the helicopter operator.

An example of a suitable tie-down configuration is shown at Figure 3. The HCA will

provide guidance on the configuration of the tie-down points for specific helicopter
types.
R7m
R2.5m
R5m
Figure 3 Example of Suitable Tie-down Configuration

NOTES: 1 The tie-down configuration should be based on the centre of the Aiming Circle
marking.
2 Additional tie-downs will be required in a parking area.
3 The outer circle is not required for ‘D’ values of less than 22.2 m.
9 Safety Net
9.1 Safety nets for personnel protection should be installed around the landing area
except where adequate structural protection against falls exists. The netting used
should be of a flexible nature and be manufactured from non-flammable material, with
the inboard edge fastened level with, or just below, the edge of the helicopter landing
deck. The net itself should extend 1.5 metres in the horizontal plane and be arranged

so that the outboard edge is slightly above the level of the landing area, but by not
more than 0.25 metres, so that it has an upward and outward slope of at least 10°.
The net should be strong enough to withstand and contain, without damage, a 100 kg
weight being dropped from a height of 1 metre.
9.2 A safety net designed to meet these criteria should not act as a trampoline giving a
‘bounce’ effect. Where lateral or longitudinal centre bars are provided to strengthen
the net structure they should be arranged and constructed to avoid causing serious
injury to persons falling on to them. The ideal design should produce a ‘hammock’
effect which should 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 should be taken that each segment will meet adequacy of
purpose considerations. Polypropylene deteriorates over time; various wire meshes
have been shown to be suitable if properly installed.
10 Access Points
10.1 Many helicopters have passenger access on one side only and helicopter landing
orientation in relation to landing area access points becomes important because it is
necessary to ensure that embarking and disembarking passengers are not required to
pass around the helicopter tail rotor, or under the main rotor of those helicopters with
a low profile rotor, when a ‘rotors-running turn-round’ is conducted (in accordance
with normal offshore operating procedures).
10.2 There should be a minimum of two access/egress routes to the helideck. The
arrangements should be optimised to ensure that, in the event of an accident or
incident on the helideck, personnel will be able to escape upwind of the landing area.
Adequacy of the emergency escape arrangements from the helideck should be
included in any evacuation, escape and rescue analysis for the installation, and may
require a third escape route to be provided.
10.3 The need to preserve, in so far as possible, an unobstructed falling 5:1 gradient (see
paragraphs 6.5 and 6.6 above) and the provision of up to three helideck access/
escape routes, with associated platforms, may present a conflict of requirements. A
compromise may therefore be required between the size of the platform
commensurate with its effectiveness and the need to retain the protection of an
unobstructed falling 5:1 gradient. In practice, the 5:1 gradient is taken from the
outboard edge of the helideck perimeter safety net supports. Emergency access
points which extend outboard from the perimeter safety net constitute a compromise
in relation to an unobstructed falling 5:1 gradient which may lead, in some instances,
to the imposition of helicopter operating limitations. It is therefore important to
construct access point platforms in such a manner as to infringe the falling 5:1
gradient by the smallest possible amount but preferably not at all. Suitable positioning
of two major access points clear of the requirements of the protection of the falling
5:1 gradient should always be possible. However, the third access referred to at
paragraph 10.2 will probably lie within the falling 5:1 sector and where this is the case
it should be constructed within the dimensions of the helideck perimeter safety net
supports (i.e. contained within 1.5 metres of the edge of the landing area).
10.4 Where foam monitors are co-located with access points care should be taken to
ensure that no monitor is so close to an access point as to cause injury to escaping
personnel by operation of the monitor in an emergency situation.
10.5 Where handrails associated with helideck access/escape points exceed the height
limitations given at paragraph 6.2 they should be retractable, collapsible or removable.
When retracted, collapsed or removed the rails should not impede access/egress.

Handrails which are retractable, collapsible and removable should be painted in a

contrasting colour scheme. Procedures should be in place to retract, collapse, or
remove them prior to helicopter arrival. Once the helicopter has landed, and the crew
have indicated that passenger movement may commence (see Note below), the
handrails may be raised and locked in position. The handrails should be retracted,
collapsed, or removed again prior to the helicopter taking-off.
NOTE: The helicopter crew will switch off the anti-collision lights to indicate that the
movement of passengers and/or freight may take place (under the control of the
HLO). Installation/Vessel safety notices placed on approach to the helideck access
should advise personnel not to approach the helicopter when the anti-collision lights
are on.
11 Winching Operations
It should be noted that for any installation or vessel, attended or unattended, fixed or
mobile for which helicopters are a normal mode of transport for personnel, a
helicopter landing area should be provided. Winching should not be adopted as a
normal method of transfer. However, if winching operations are required, they should
be conducted in accordance with procedures agreed between the helicopter operator
and the CAA and contained within the Helicopter Operator’s Operations Manual.
Requirements for winching operations should be discussed with the specific
helicopter operator well in advance. Winching areas are described in more detail in
Chapter 9.
12 Normally Unattended Installations (NUIs)
12.1 The CAA provides guidance for helicopter operators on the routeing of helicopters
intending to land on NUIs. The CAA will also provide such guidance and advice to
helicopter operators and installation operators in consideration of specific Installation
Safety Cases and risk analyses which address routeing philosophy.
12.2 Guano and associated bird debris is a major problem for NUIs. Associated problems
concern the health hazard on board; degradation of visual aids (markings and lighting)
and friction surfaces; and the potential for FOD. Helicopter operators should monitor
the condition of NUI helidecks and advise the owner/operator before markings and
lighting degradation becomes a safety concern. Experience has shown that, unless
adequate cleaning operations are undertaken or effective preventative measures are
in place, essential visual aids will quickly become obliterated. NUIs should be
monitored continuously for signs of degradation of visual cues and flights should not
be undertaken to helidecks where essential visual cues for landing are insufficient.
12.3 Guano is an extremely effective destroyer of friction surfaces whenever it is allowed
to remain. Because of the difficulty of ensuring that a friction surface is kept clear of
contaminants (see paragraph 7.5 above), permanent removal of the landing net on
NUIs is not normally a viable option unless effective preventative measures are in
place.

Chapter 4 Visual Aids
1 General
1.1 The name of the installation should be clearly displayed in such positions on the
installation so that it can be readily identified from the air and sea from all normal
angles and directions of approach. For identification from the air the helideck name
and the side identification panels are used. It is not necessary, neither is it a legal
requirement, to complicate recognition processes by inclusion of ‘Block Numbers’,
Company logos, or other designators. In fact, complication of identifiers can be
confusing and will unnecessarily, and undesirably, extend the mental process of
recognition at the critical time when the pilots’ concentration is being fully exercised
by the demands of the landing manoeuvre. The names on both identification markings
should be identical, simple and unique and facilitate unambiguous communication via
radio. The approved radio callsign of the installation should be the same name as the
helideck and side panel identifier. Where the inclusion of ‘block numbers’ on side
identification panels is deemed to be essential (i.e. for purposes other than
recognition), the name of the installation should also be included; e.g. ‘NAME.
BLOCK NO.’ The installation identification panels should be highly visible in all light
conditions and located high up on the installation (e.g. derrick). They should be
suitably illuminated at night and in conditions of poor visibility. In order to minimise
the possibility of ‘wrong rig landings’ the use of new technology is encouraged so that
identification can be confirmed in the early stages of the approach by day and night.
Modern technology is capable of meeting this requirement in most ambient lighting
conditions. Use of high-intensity LED cluster or fibre-optic systems in other
applications have been shown to be effective even in severely reduced visibility.
Additionally, it is recognised that alternative technologies have been developed
consisting of highly visible reflective side signage that has been successfully installed
on some installations with the co-operation of the helicopter operator. (HSE
Operations Notice 39, dated January 2002, provides ‘Guidance on identification of
offshore installations’).
1.2 Helideck markings (specifically the installation identification marking) and side
identification panels are used by pilots to obtain a final pre-landing confirmation that
the correct helideck is being approached. It is therefore VITAL that the helideck
markings and side identification panels are maintained in the best possible condition,
regularly re-painted and kept free of all visibility-reducing contaminants. Helideck
owners/operators should ensure that specific inspection and re-painting maintenance
procedures and schedules for helideck markings and side identification panels take
account of the importance of their purpose. Side identification panels should be kept
free of any obscuring paraphernalia (draped hoses etc.) and be as high as possible on
the structure.
1.3 The installation identification (see paragraphs 1.1 and 1.2) should be marked on the
helideck surface between the origin of the obstacle-free sector and the aiming circle
in symbols not less than 1.2 metres high and in a colour (normally white) which
contrasts with the helideck surface. The name should not be obscured by the deck
net. Where there is insufficient space to place the helideck marking in this position,
the marking position should be agreed with the HCA (see also Chapter 3, paragraph
7.3).
1.4 Helideck perimeter line marking and lighting serves to identify the limits of the Safe
Landing Area (SLA – see Glossary) for day and night operations.

1.5 A wind direction indicator (windsock) should be provided and located so as to indicate
the (clear) area wind conditions at the installation/vessel location. It is often
inappropriate to locate the windsock as close to the helideck as possible where it may
compromise obstacle protected surfaces, create its own dominant obstacle or be
subjected to the effects of turbulence from structures resulting in an unclear wind
indication. The windsock should be illuminated for night operations. Some
installations may benefit from a second windsock to indicate a specific difference
from the area wind.
1.6 For character marking dimensions, where character bar width is not specified, use
15% of character height with 10% of character height between characters (extreme
right-hand edge of one character to extreme left-hand edge of next character) and
approximately 50% of character height between words.
2 Helideck Markings
(See Figure 1)
2.1 The colour of the helideck should be dark green or dark grey. The perimeter of the
SLA should be clearly marked with a white painted line 0.3 metres wide. (See
Chapter 3, paragraph 7.1.)
Aluminium helidecks are in use throughout the offshore industry. Some of these are
a natural light grey colour and may present painting difficulties. The natural light grey
22
9.3t
NAME
22
22
Figure 1 Markings (Single Main Rotor Helicopters)
colour of aluminium may be acceptable in specific helideck applications where these

are agreed with the HCA. This should be discussed in the early design phase. In such
cases the conspicuity of the helideck markings may need to be enhanced by, for
example, outlining the deck marking lines and characters with a thin black line

(typically 10 cm). Alternatively, conspicuity may be enhanced by overlaying white

markings on a painted black background.
2.2 The origin of the 210° obstacle-free sector (OFS) for approach and take-off as
specified in Chapter 3 should be marked on the helideck by a black chevron, each leg
being 0.79 metres long and 0.1 metres wide forming the angle in the manner shown
in Figure 2. On minimum sized helidecks where there is no room to place the chevron
where indicated, the chevron marking, but not the point of origin, may be displaced
towards the D circle centre. The HCA should be consulted in situations where this is
necessary. Where the obstacle-free sector is swung in accordance with the provision
of Chapter 3 paragraph 6.3 this should be reflected in the alignment of the chevron.
The purpose of the chevron is to delineate the separation of the 210° OFS and 150°
limited obstacle sector (LOS). Prior to the helicopter being given clearance to land, the
HLO should ensure that there are no obstacles in the 210° OFS other than those
identified in the HLAC and/ or HLL. The black chevron may be painted on top of the
(continuous) white perimeter line to achieve maximum clarity for the helideck crew.
The actual D-value of the helideck (see Chapter 3, paragraph 6.1) should be painted
on the helideck inboard of the chevron in alphanumeric symbols of 0.1 metres high.
Where, for an existing installation, a helideck has been accepted which does not meet
the normal obstacle-free sector requirements of 210°, the black chevron should
represent the angle which has been accepted and this value should be marked
inboard of the chevron in a similar manner to the certificated D-value. It is expected
that new builds will comply in full with the requirement to provide a minimum 210°
obstacle-free sector.
The helideck D-value should also be marked around the perimeter of the helideck in
the manner shown in Figure 1 in a colour contrasting (preferably white: avoid black or
grey for night use) with the helideck surface. The D-value should be to the nearest
whole number with 0.5 rounded down e.g. 18.5 marked as 18 (see Chapter 3,
Table 1).
NOTE: Helidecks designed specifically for AS332L2 and EC 225 helicopters, each having a
D-value of 19.5 m, should be rounded up to 20 in order to differentiate between
helidecks designed specifically for L1 models.
2.3 A maximum allowable mass marking should be marked on the helideck in a position
which is readable from the preferred final approach direction i.e. towards the
obstacle-free sector origin. The marking should consist of a two- or three-digit number
expressed to one decimal place rounded to the nearest 100 kg and followed by the
letter ‘t’ to indicate the allowable helicopter weight in tonnes (1000 kg). The height of
the figures should be 0.9 metres with a line width of approximately 0.12 metres and
be in a colour which contrasts with the helideck surface (preferably white: avoid black
or grey). Where possible the mass marking should be well separated from the
installation identification marking (see paragraph 1.3) in order to avoid possible
confusion on recognition. Refer also to Figure 1 and Chapter 3 paragraph 6.3 and
Table 1.
2.4 An aiming circle should be provided as follows: (see Figures 1 and 3).
The marking should be a yellow circle with an inner diameter of 0.5 of the certificated
D-value of the helideck and a line width of 1 metre. Its centre should be displaced
0.1 D from the centre of the D-circle towards the outboard edge of the helideck along
the bisector of the obstacle-free sector in order to achieve an increased safety margin
for tail rotor clearance. On smaller helidecks with a D-value up to and including
16.00 m and for bow-mounted helidecks on vessels, there is a case for making the
aiming circle concentric with the helideck centre to ensure maximisation of space all

round for safe personnel movement and optimisation of the visual cueing
environment. (See Figure 3).
Obstacle sector
Black
White
10cm
30cm
15 15
7 9 cm
1M 1M
Perimeter Line
Marking
210°sector origin
18
18
D value
Perimeter Line
30cm Marking (white)
60cm
18
Figure 2 Helideck D-Value and Obstacle-free Marking (not to scale)
0.5 D
1.0M
Helideck
Centre
0.1 D
Outboard edge of helideck
Figure 3 Aiming Circle Marking (Aiming Circle to be painted yellow)

0.75M
wide
4M
3M
Figure 4 Dimensions of ‘H’ (‘H’ to be painted white)
NOTE: On those decks where the aiming circle is concentric with the centre of the D-circle
or SLA, the need for some mitigation against concerns over tail rotor clearances
should be considered either by achieving more obstacle clearance in the 150° LOS
or by adopting appropriate operational procedures (e.g. vessel to provide relative
wind from beam or stern).
A white ‘H’ should be marked co-located with the aiming circle with the crossbar of
the ‘H’ lying along the bisector of the obstacle-free sector. Its dimensions are as
shown in Figure 4.
Where the obstacle-free sector has been swung in accordance with Chapter 3
paragraph 6.3 the positioning of the aiming circle and ‘H’ should comply with the
normal unswung criteria. The ‘H’ should however be orientated so that the bar is
parallel to the bisector of the swung sector.
2.5 Prohibited landing heading sectors should be marked where it is necessary to protect
the helicopter from landing or manoeuvring in close proximity to limiting obstructions
which, for example, infringe the 150° limited obstacle sector protected surface. In
addition, for existing installations where the number of deck access points is limited
(see Chapter 3, Section 10), prohibited landing heading sectors may be desirable to
avoid placing the tail rotor in close proximity to access stairs. Where required,
prohibited sector(s) are to be shown by red hatching of the aiming circle, with white
and red hatching extending from the red hatching out to the edge of the safe landing
area as shown in Figures 5 and 6.
When positioning over the touchdown area helicopters should be manoeuvred so as
to keep the aircraft nose clear of the hatched prohibited sector(s) at all times.
2.6 For certain operational or technical reasons an installation may have to prohibit
helicopter operations. In such circumstances, where the helideck cannot be used, the
‘closed’ state of the helideck should be indicated by use of the signal shown in Figure
7. This signal is the standard ‘landing prohibited’ signal given in the Rules of the Air
and Air Traffic Control Regulations, except that it has been altered in size to just cover
the letter ‘H’ inside the aiming circle.
2.7 Exceptionally, helideck markings which do not comply with the above may be
agreed with the HCA.

2.8 Colours should conform with the following BS 381C (1996) standard or the equivalent
BS 4800 colour.
a) RED
BS 381C: 537 (Signal Red)
BS 4800: 04.E.53 (Poppy)
b) YELLOW
BS 381C: 309 (Canary Yellow)
BS 4800: 10.E.53 (Sunflower Yellow)
c) DARK GREEN
BS 381C: 267 (Deep Chrome Green)
BS 4800: 14.C.39 (Holly Green)
d) DARK GREY
BS 381C: 632 (Dark Admiralty Grey)
BS 4800: 18.B.25 (Dark Admiralty Grey)
Yellow
1.0M Yellow
Deck
Deck
White
Red
0.75M 3.0M White
1.0M
4.0M
0.5M
0.75M 0.75M 45°
Deck
Figure 5 Specification for the Layout of Prohibited Landing Heading Segments on

Helidecks

Figure 6 Example of Prohibited Landing Heading Marking
NOTE: The position of the ‘H’ and the orientation of the prohibited landing heading segment
will depend on the obstacle.
4m
Yellow
4m Red
0.5m
Figure 7 Landing on Installation/Vessel Prohibited
NOTE: Signal covers ‘H’ inside aiming circle.

3 Lighting
3.1 The safe landing area (SLA) should be delineated by green perimeter lights visible
omnidirectionally from on or above the landing area. These lights should be above the
level of the deck but should not exceed the height limitations in
Chapter 3 paragraph 6.2. The lights should be equally spaced at intervals of not more
than 3 metres around the perimeter of the SLA, coincident with the white line
delineating the perimeter (see paragraph 2.1). In the case of square or rectangular
decks there should be a minimum of four lights along each side including a light at
each corner of the safe landing area. The ‘main beam’ of the green perimeter lights
should be of at least 30 candelas intensity (the full vertical beam spread specification
is shown below in Table 1). Flush fitting lights may be used at the inboard (150° LOS
origin) edge of the SLA.
NOTE: At the time of this revision it is accepted that the majority of existing installation and
vessel helidecks will probably be fitted with yellow perimeter lights with a lower
25 candelas ‘main beam’ intensity and different ‘off beam’ characteristics. These
lights should be replaced or modified with green perimeter lighting in accordance
with Section 3.2 or 3.3 of CAA’s interim guidance letter of 20th July 2004. For ease
of reference this letter is reproduced in Appendix C.
3.2 Where the declared D-value of the helideck is less than the physical helideck area, the
perimeter lights should delineate the limit of the safe landing area (SLA) so that the
helicopter may land safely by reference to the perimeter lights on the limited obstacle
sector (LOS -150°) ‘inboard’ side of the helideck without risk of main rotor collision
with obstructions in this sector. By applying the LOS clearances (given in Chapter 3
paragraph 6.4) from the perimeter marking, adequate main rotor to obstruction
separation should be achieved. On those decks where insufficient clearance exists in
the LOS, a suitable temporary arrangement to modify the lighting delineation of the
SLA, where this is found to be marked too generously, should be agreed with the
HCA by replacing existing green lights with red lights of 30 candelas intensity around
the ‘unsafe’ portion of the SLA (the vertical beam spread characteristics for red lights
should also comply with Table 1 below). The perimeter line, however, should be
repainted in the correct position immediately and the area of deck between the old
and new perimeter lines should be painted in a colour that contrasts with the main
helideck. Use of flush fitting lights in the 150° sector perimeter will provide adequate
illumination while causing minimum obstruction to personnel and equipment
movement.
Table 1 Iso-candela diagram for helideck perimeter lights
Elevation Intensity
0º - 90º 60 cd max
>20º - 90º 3 cd min
>10º - 20º 15 cd min
0º -10º 30 cd min
-180º Azimuth +180º
3.3 The whole of the safe landing area (SLA) should be adequately illuminated if intended
for night use. In the past installation and vessel owners and operators have sought to
achieve compliance by providing deck level floodlights around the perimeter of the
SLA and/or by mounting floodlights at an elevated location ‘inboard’ from the SLA,
e.g. floodlights angled down from the top of a bridge or hangar. Experience has

shown that floodlighting systems, even when properly aligned, can adversely effect
the visual cueing environment by reducing the conspicuity of helideck perimeter
lights during the approach, and by causing glare and loss of pilots’ night vision during
the hover and landing. Furthermore floodlighting systems often fail to provide
adequate illumination of the centre of the landing area leading to the so called ‘black-
hole effect’. It is essential therefore, that any interim floodlighting arrangements take
full account of these problems. Further guidance on suitable arrangements is
described in subsequent paragraphs 3.5 to 3.7 and in the interim guidance letter of
20th July 2004, reproduced at Appendix C.
3.4 Through research programmes undertaken since the mid 1990’s, the CAA has been
seeking to identify more effective methods of achieving the requirements to provide
an effective visual cueing environment for night operations, particularly in respect of
illuminating the centre of the landing area. It has been demonstrated that arrays of
segmented point source lighting (ASPSL) in the form of encapsulated strips of light
emitting diodes (LEDs) can be used to illuminate the aiming circle and heliport
identification marking (‘H’). This scheme has been found to provide the visual cues
required by the pilot earlier on in the approach and more effectively than by using
floodlighting, and without the disadvantages associated with floodlighting such as
glare. Following offshore trials of prototype systems during winter 2006/7 it is
anticipated that the next update of CAP 437 will define a minimum acceptable
specification for this lighting.
3.5 Pending availability of suitable products to implement the aiming circle and ‘H’
lighting, it is strongly recommended that existing helideck floodlighting systems be
reviewed. The following paragraphs, 3.6 and 3.7, describe how to make use of current
halogen and xenon floodlighting to achieve the objective of illuminating the SLA.
Although the modified floodlighting schemes described should provide useful
illumination of the landing area without significantly effecting the conspicuity of the
perimeter lighting and will minimise glare, trials have demonstrated that neither they
nor any other floodlighting system is capable of providing the quality of visual cueing
available by illuminating the landing circle and ‘H’. These modified floodlighting
solutions should therefore be regarded as temporary arrangements only.
3.6 Where installation and vessel owners and operators intend to improve an existing
floodlighting arrangement, it is strongly recommended that only systems which
comply with the good practice detailed in the CAA’s interim guidance letter dated 20th
July 2004 (ref: 10A/253/16/3) are considered. This letter, reproduced at Appendix C,
provides general guidance and accepts that there may be a range of possible interim
solutions, depending on the size, obstacle environment and visual cueing aspects
associated with individual decks. It is recommended that operators of existing
installations or vessels refer to this letter before committing to any particular interim
floodlighting solution. It is essential that floodlighting solutions are considered in
collaboration with the helicopter operator who is required to fly a non-revenue
approach to a helideck at night before accepting the final configuration.
3.7 The floodlighting should be arranged so as not to dazzle the pilot and, if elevated and
located off the landing area clear of the LOS, the system should not present a hazard
to helicopters landing and taking off from the helideck. All floodlights should be
capable of being switched on and off at the pilot’s request. Setting up of lights should
be undertaken with care to ensure that the issues of adequate illumination and glare
are properly addressed and regularly checked. For some decks it may be beneficial to
improve depth perception by floodlighting the main structure or ‘legs’ of the platform.
Adequate shielding of ‘polluting’ light sources can most easily be achieved early on in
the design stage, but can also be implemented on existing installations using simple

measures.Temporary working lights which pollute the helideck lighting environment

should be switched off during helicopter operations.
3.8 It is important to confine the helideck lighting to the landing area, since any light
overspill may cause reflections from the sea. The floodlighting controls should be
accessible to, and controlled by, the HLO or Radio Operator.
3.9 The quoted intensity values for lights apply to the intensity of the light emitted from
the unit when fitted with all necessary filters and shades (see also paragraph 4
below).
3.10 If a condition can exist on an installation which may be hazardous for the helicopter
or its occupants a visual warning system should be installed. The 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 system should be automatically initiated at the appropriate hazard
level (process upset, e.g. a gas leak) 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. CAA Paper
2003/06 provides a specification for a status light system which is summarised
below:
• Where required, the helideck status signalling system should be installed either on
or adjacent to the helideck. Additional lights may be installed in other locations on
the platform where this is necessary to meet the requirement that the signal be
visible from all approach directions, i.e. 360° in azimuth.
• The effective intensity should be a minimum of 700 cd between 2° and 10° above
the horizontal and at least 176 cd at all other angles of elevation.
• The system 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.
• The signal should be visible from all possible approach directions and while the
helicopter is landed on the helideck, regardless of heading, with a vertical beam
spread as shown in the second bullet point.
• The colour of the status light(s) should be red as defined in ICAO Annex 14 Vol.1
Appendix 1, colours for aeronautical ground lights.
• 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 light system should be integrated with platform safety systems such that it is
activated automatically in the event of a process upset.
• Facilities should be provided for the HLO to manually switch on the system and/or
override automatic activation of the system.
• The light system should have a response time to full intensity not exceeding
3 seconds at all times.
• Facilities should be provided for resetting the system which, in the case of NUI’s,
do not require a helicopter to land on the helideck.

• 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.
• The system and its constituent component lights should comply with all
regulations relevant to the installation.
• 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.
NOTE: Although not explicitly stated in CAA Paper 2003/06, the duration of the flash should
be less than or equal to the duration of the ‘off’ period, i.e. for a flash rate of 120
flashes per minute, the flash duration should be no greater than 0.25 seconds.
3.11 Manufacturers are reminded that the minimum intensity specification stated above is
considered acceptable to meet the current operational requirements, which specify
a minimum decision range currently on an airborne radar approach of 1400 m
(0.75NM). Development of offshore approach aids which permit lower minima (e.g
Differential GPS) will require satisfaction of the appropriate intensity. Revised
intensities are specified for the lowest anticipated meteorological visibility of 0.5NM
(900m) in CAA Paper 2003/06, Appendix A.
3.12 Installation/vessel emergency power supply design should include the landing area
lighting. Any failures or outages should be reported immediately to the helicopter
operator. The lighting should be fed from an Uninterrupted Power Supply (UPS)
system.
4 Obstacles – Marking and Lighting
4.1 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 nor more than 6 metres wide. The colour should be chosen to contrast
with the background to the maximum extent. Paint colours should conform with the
references at paragraph 2.8 above.
4.2 Obstacles to be marked in these contrasting colours include any lattice tower
structures and crane booms which are close to the helideck or the LOS boundary.
Similarly, parts of the leg or legs of jack-up units adjacent to the landing area which
extend, or can extend, above it should also be marked in the same manner.
4.3 Omnidirectional red lights of at least 10 candelas intensity should be fitted at suitable
locations to provide the helicopter pilot with visual information on the proximity and
height of objects which are higher than the landing area and which are close to it or
to the LOS boundary. This should apply, in particular, to all crane booms on the
installation. Objects which are more than 15 metres higher than the landing area
should be fitted with intermediate red 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 the
intermediate red lights, provided that the lights are arranged such that they will
illuminate the whole of the structure and not dazzle the helicopter pilot. Such
arrangements should be discussed with the HCA. Offshore duty holders may, where
appropriate, consider alternative equivalent technologies to highlight dominant
obstacles in the vicinity of the helideck.

4.4 An omnidirectional red light of intensity 25 to 200 candelas should be fitted to the
highest point of the installation. Where this is not practicable (e.g. on top of flare
towers) the light should be fitted as near to the extremity as possible.
4.5 In the particular case of jack-up units, it is recommended that when the tops of the
legs are the highest points on the installation, they should be fitted with
omnidirectional red lights of intensity 25 to 200 candelas. In addition the leg or legs
adjacent to the helideck should be fitted with intermediate red lights of at least 10
candelas at 10 metre intervals down to the level of the landing area. Sufficient lights
should be fitted to provide omnidirectional visibility. As an alternative the legs may be
floodlit providing the helicopter pilot is not dazzled.
4.6 Any ancillary structure within 1 kilometre of the landing area, and which is significantly
higher than it, should be similarly fitted with red lights.
4.7 Red lights should be arranged so that the location of the objects which they delineate
are visible from all directions above the landing area.
4.8 Installation/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 an Uninterrupted Power Supply
(UPS) system.

Chapter 5 Helideck Rescue and Fire Fighting

Facilities
1 Introduction
This Chapter gives guidance regarding provision of equipment; extinguishing media;

personnel; training; and emergency procedures for offshore helidecks on installations
and vessels. For further specific guidance related to NUI’s refer to UKOOA’s
Guidelines for the Management of Offshore Helideck Operations.
2 Key Design Characteristics – Principal Agent
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 equipment inventory unusable or preclude the use of some passenger escape
routes.
2.1 Delivery of fire fighting media to the helideck area at the appropriate application rate
should be achieved in the quickest possible time. The CAA strongly recommends that
a delay of less than thirty seconds, measured from the time of incident to actual
production at the required application rate, should be the objective.
2.2 Foam-making equipment should be located so as to ensure the uniform application of
foam to any part of the safe landing area (SLA) irrespective of the wind strength/
direction or accident location. In this respect particular consideration should be given
to the loss of a foam monitor i.e. remaining monitor(s) should be capable of delivering
finished foam to the SLA at or above the minimum application rate.
2.3 Consideration should be given to the effects of the weather on static equipment. All
equipment forming part of the facility should be designed to withstand protracted
exposure to the elements or be protected from them. Where protection is the chosen
option, it should not prevent the equipment being brought into use quickly and
effectively (see paragraph 2.1 above). The effects of condensation on stored
equipment should be considered.
2.4 The minimum capacity of the foam production system will depend on the D-value of
the deck, the foam application rate, the 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 safe landing area (SLA) when all helideck monitors are being discharged
simultaneously.
2.5 The application rate is dependant on the types of foam concentrate in use and the
types of foam application equipment selected. For fires involving aviation kerosene,
the International Civil Aviation Organisation (ICAO) has produced a performance test
which assesses and categorises the foam concentrate. Most foam concentrate
manufacturers will be able to advise on the performance of their concentrate against
this test. The CAA recommends that foam concentrates compatible with seawater

and meeting performance level ‘B’ are used. These foams should be applied at a
minimum application rate of 6.0 litres per square metre per minute.
Calculation of Application Rate: Example for a D-value 22.2 metre helideck.
Application rate = 6.0 x π x r2 (6.0 x 3.142 x 11.1 x 11.1) = 2322 litres per minute.
2.6 Given the remote location of helidecks the overall capacity of the foam system should
exceed that necessary for initial extinction of any fire. Five minutes discharge
capability is generally considered by the CAA to be reasonable.
Calculation of minimum operational stocks: Using the 22.2 metre example as
shown in paragraph 2.5 above. A 1% foam solution discharged over 5 minutes at the
minimum application rate will require 2322 x 1% x 5 = 116 litres of foam concentrate.
A 3% foam solution discharged over 5 minutes at the minimum application rate will
require 2322 x 3% x 5 = 348 litres of foam concentrate.
NOTE: Sufficient reserve foam stocks to allow for replenishment as a result of operation of
the system during an incident, or following training or testing will also need to be
held.
2.7 Low expansion foam concentrates can generally be applied in either aspirated or
unaspirated form. It should be recognised that whilst unaspirated foam may provide
a quick knockdown of any fuel fire, aspiration, i.e. induction of air into the foam
solution by monitor or by hand controlled foam branch (see paragraph 2.8 below),
gives enhanced protection after extinguishment. Wherever non-aspirated foam
equipment is selected during design, additional equipment capable of producing
aspirated foam for post fire security/control should be provided.
2.8 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 fixed foam
systems, there should be the ability to deploy at-least two deliveries with hand
controlled foam branchpipes for the application of aspirated foam at a minimum rate
of 250 litres/min through each hose line. A single hose line, capable of delivering
aspirated foam at a minimum application rate of 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 uniform application of foam to
any part of the safe landing area irrespective of wind strength or direction. The hose
line(s) provided should be capable of being fitted with a branchpipe capable of
applying water in the form of a jet or spray pattern for cooling, or for specific
firefighting tactics.
2.9 As an alternative to a Fixed Monitor System (FMS), offshore duty holders may
consider the provision of a Deck Integrated Fire Fighting System (DIFFS). These
systems typically consist of a series of ‘pop-up’ nozzles designed to provide an
effective spray distribution of foam to the whole of the safe landing area (SLA) for the
range of weather conditions prevalent on the UKCS. DIFFS systems should be
capable of supplying performance level B foam solution within the time constraints
stated in paragraph 2.1 and at an application rate, and for a duration, which at least
meets the minimum requirements stated in paragraphs 2.5 and 2.6 above.
2.10 If life saving opportunities are to be maximised it is essential that all equipment should
be ready for immediate use on, or in the immediate vicinity of the helideck whenever
helicopter operations are being conducted. All equipment should be located at points
having immediate access to the helicopter landing area. The location of the storage
facilities should be clearly indicated.

3 Use and Maintenance of Foam Equipment
3.1 Mixing of different concentrates in the same tank i.e. different either in make or
strength is generally unacceptable. Many different strengths of concentrate are on
the market. 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.
3.2 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.
3.3 All parts of the foam production system, including the finished foam, should be tested
by a competent person on commissioning and annually thereafter. The tests should
assess the performance of the system against original design expectations. Further
information for testing of helideck foam production systems is stated in HSE Safety
Notice 2/2004.
4 Complementary Media
While foam is considered the principal media for dealing with fires involving fuel
spillages, the wide variety of fire incidents likely to be encountered during helicopter
operations – i.e. engine, avionic bays, transmission areas, hydraulics – may require the
provision of more than one type of complementary agent. Dry powder and the
gaseous agents carbon dioxide or halon (e.g. BCF 1211 or halogenated hydrocarbon
[halocarbon] agents), are generally considered acceptable for this task although halon
is now subject to various restrictions under the Montreal Protocol.
4.1 The CAA recommends the use of dry powder as the primary complementary agent.
The minimum total capacity should be 45 kg delivered from one or two extinguishers.
The dry powder system should have the capacity to deliver the agent anywhere on
the SLA at the recommended discharge rate of 1.35-2 kg/sec. Containers of sufficient
capacity to allow continuous and sufficient application of the agent should be
provided.
4.2 The CAA recommends the use of a gaseous agent in addition to the use of dry
powder as the primary complementary agent. Therefore, in addition to dry powder
specified in paragraph 4.1, there should be a quantity of halogenated hydrocarbon or
CO2 provided with a suitable applicator for use on engine fires. The appropriate
minimum quantity of halogenated hydrocarbon, delivered from one extinguisher, is
9 kg. The appropriate minimum quantity of CO2, delivered from one extinguisher, is
18 kg. Containers selected should be capable of delivering gaseous agents at the
minimum discharge rate stated in paragraph 4.1. Due regard should be paid to the
requirement to deliver gaseous agents to the seat of the fire at the recommended
discharge rate. Because of the weather conditions prevalent on the UKCS, all
complementary agents could be adversely affected during application and training
evolutions should take this into account.
4.3 All offshore helicopters have integral engine fire protection systems (predominantly
halon) and it is therefore considered that provision of foam as the principal agent plus
suitable water/foam branch lines plus sufficient levels of dry powder with a quantity
of secondary gaseous agent will form the core of the fire extinguishing system. It
should be borne in mind that none of the complementary agents listed will offer any
post fire security / control.

4.4 All applicators are to be fitted with a mechanism which allows them to be hand
controlled.
4.5 Dry chemical powder should be of the ‘foam compatible’ type.
4.6 The complementary agents should be sited so that they are readily available at all
times.
4.7 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 should be
held.
5 Normally Unattended Installations
5.1 In the case of NUI’s reference can be made to the ‘UKOOA Guidelines for the
Management of Offshore Helideck Operations’ and the ‘Offshore Helideck Design
Guidelines’ sponsored by OIAC HLG and published by HSE. However, serious
consideration should be given to the selection and provision of foam as the principal
agent. For an NUI effective delivery of foam to the whole of the safe landing area is
probably best achieved by means of a Deck Integrated Fire Fighting System (DIFFS).
See paragraph 2.9.
5.2 For Normally Unattended Installations the CAA 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 system
used in tandem with a passive fire-retarding system capable of removing significant
quantities of unburned fuel from the surface of the helideck in the event of fuel spill
from a ruptured aircraft tank. Where a sea-water only DIFFS system is selected to
deal with the remaining fuel burn, it is strongly recommended that dutyholders also
consider some provision for aspirated foam, whether this is provided directly through
the ‘pop-up’ nozzles or alternatively provided from a portable foam unit. See also
UKOOA Guidelines for the Management of Offshore Helideck Operations.
5.3 DIFFS systems on NUIs should be integrated with platform safety systems such that
they are activated automatically in the event of a heavy or emergency landing on an
installation. DIFFS systems should be capable of manual over-ride by the HLO and
from the mother installation or the beach. It is recommended that response time from
activation to foam or sea-water application should not be greater than 10 seconds.
NOTE: For NUIs without adequate power supply, a passive fire-retarding system represents
the best available fire suppression mechanism, in conjunction with adequate
complimentary media described in Sections 4 and 5.
6 The Management of Extinguishing Media Stocks
Consignments of extinguishing media should be used in delivery order to prevent

deterioration in quality by prolonged storage.
6.1 The mixing of different types of foam concentrate may cause serious sludging and
possible malfunctioning of foam production systems. Unless evidence to 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.
6.2 Consideration should be given to the provision of reserve stocks for use in training,
testing and recovery from emergency use.

7 Rescue Equipment
In some circumstances, lives may be lost if simple ancillary rescue equipment is not
readily available.
7.1 The CAA strongly recommends the provision of at least the following equipment.
Table 1 Rescue Equipment
Helicopter RFF Category
H1/H2 H3
Adjustable wrench 1 1
Rescue axe, large (non wedge or aircraft type) 1 1
Cutters, bolt 1 1
Crowbar, large 1 1
Hook, grab or salving 1 1
Hacksaw heavy duty c/w 6 spare blades 1 1
Blanket, fire resistant 1 1
Ladder (two-piece)a 1 1
Life line, 5cm, 15m in length plus rescue harness 1 1

Pliers, side cutting (tin snips) 1 1
Set of assorted screwdrivers 1 1
Harness knife c/w sheathb b b
Gloves, fire resistantb b b
Self-contained breathing apparatus (complete)c 2 2
Power cutting tool – 1

a. For access to casualties in an aircraft on its side
b. This equipment is required for each helideck crew member
c. Refer to Home Office Technical Bulletin 1/1997
Sizes of equipment are not detailed but should be appropriate for the types of
helicopter expected to use the facility.
7.2 A responsible person should be appointed to ensure that the rescue equipment is
checked and maintained regularly. Rescue equipment should be stored in a clearly
marked and secure watertight cabinet or chest. An inventory checklist of equipment
should be held inside the equipment cabinet / chest.
8 Personnel Levels
The facility should have sufficient trained firefighting personnel immediately available
whenever aircraft movements are taking place. They should be deployed in such a
way as to allow the appropriate firefighting and rescue systems to be operated
efficiently and to maximum advantage so that any helideck incident can be managed
effectively. The HLO should be readily identifiable to the helicopter crew as the
person in charge of helideck operations. The preferred method of identification is a
brightly coloured ‘HLO’ tabard. For guidance on helideck crew composition refer to
the UKOOA Guidelines for the Management of Offshore Helideck Operations.

9 Personal Protective Equipment
All personnel assigned to rescue and firefighting duties should be provided with
suitable personal protective equipment to allow them to carry out their duties. The
level of PPE should be commensurate with the nature of the hazard and the risk
(consideration should be given to the provision of face masks where, helicopters are
partially or substantially constructed of composite material). The protective
equipment should meet appropriate safety standards and should not in any way
restrict the wearer from carrying out his duties.
9.1 Sufficient personnel to operate the RFF equipment effectively should be dressed in
protective clothing prior to helicopter movements taking place.
9.2 The CAA recommends that at least two, positive pressure, self-contained breathing
apparatus sets (SCBA) complete with ancillary equipment plus two reserve cylinders
should be provided. These should be appropriately stored, readily available close to
the helideck for fast deployment by the helideck crew.
9.3 Respiratory protective equipment enables the wearer to enter and work in an
atmosphere which would not otherwise support life. It is therefore essential that it be
stored, tested and serviced in such a way that it will ensure that it can be used
confidently by personnel. SCBA sets should be utilised in a safe and appropriate
manner based on current legislation and operating procedures.
9.4 A responsible person(s) should be appointed to ensure that all personal protective
equipment is installed, stored, used, checked and maintained in accordance with the
manufacturer’s instructions.
10 Training
If they are to effectively utilise the equipment provided, all personnel assigned to
rescue and fire fighting duties on the helideck should be fully trained to carry out their
duties to ensure competence in role and task. The CAA recommends that personnel
attend an established helicopter fire fighting course.
In addition, regular training in the use of all RFF equipment, helicopter familiarisation
and rescue tactics and techniques should be carried out. Correct selection and use of
principal and complementary media for specific types of incident should form an
integral part of personnel training.
11 Emergency Procedures
The installation or vessel emergency procedures manual should specify the actions
to be taken in the event of an emergency involving a helicopter on or near the
installation or vessel. Exercises designed specifically to test these procedures and the
effectiveness of the fire fighting teams should take place at regular intervals.
12 Further Advice
Advice is available from the CAA’s Aerodrome Standards Department regarding the
choice and specification of fire extinguishing agents.

Chapter 6 Helicopter Landing Areas – Miscellaneous

Operational Standards
1 Landing Area Height above Water Level
Because of the effects upon aircraft performance in the event of an engine failure
(see Chapter 2) the height of the landing area above water level will be taken into
account by the Helideck Certification Agency (HCA) in deciding on any operational
limitations to be applied to specific helidecks. Landing area height above water level
is to be included in the information supplied to the HCA for the purpose of authorising
the use of the helideck.
2 Wind Direction (Vessels)
Because the ability of a vessel to manoeuvre may be helpful in providing an

acceptable wind direction in relation to the helideck location, information provided to
HCA is to include whether the vessel is normally fixed at anchor, single point moored,
semi- or fully-manoeuvrable. The HCA may specify windspeed and direction
requirements and limitations when authorising the use of the helideck.
3 Helideck Movement
3.1 Floating installations and vessels experience dynamic motions due to wave action
which represent a potential hazard to helicopter operations. Operational limitations
are therefore set for the helicopter operators which are promulgated in the Helideck
Limitations List (HLL) and incorporated in their Operations Manuals. Helideck
downtime due to excessive deck motion can be minimised by careful consideration
of the location of the helideck on the installation or vessel at the design stage.
Guidance on helideck location and how to assess the impact of the resulting helideck
motion on operability is presented in CAA Paper 2004/02 “Helideck Design
Considerations – Environmental Effects” which is available on the Publications
section of the CAA website at www.caa.co.uk. It is strongly recommended that
mobile installation and vessel designers consult CAA Paper 2004/02 at the earliest
possible stage of the design process.
3.2 The helideck approval will be related to the helicopter operator’s Operations Manual
limitations regarding the movement of the helideck in pitch, roll, heave and heading.
It is necessary for details of these motions to be recorded on the vessel prior to, and
during, all helicopter movements.
3.3 Pitch and roll reports to helicopters should include values, in degrees, about both axes
of the true vertical datum (i.e. relative to the true horizon) and be expressed in relation
to the vessel’s head. Roll should be expressed in terms of ‘port’ and ‘starboard’; pitch
should be expressed in terms of ‘up’ and ‘down’; heave should be reported in a single
figure, being the total heave motion of the helideck rounded up to the nearest metre.
Heave is to be taken as the vertical difference between the highest and lowest points
of any single cycle of the helideck movement. The parameters reported should be the
maximum peak levels recorded during the ten minute period prior to commencement
of helicopter deck operations.

The helicopter pilot is concerned, in order to make vital safety decisions, with the
amount of ‘slope’ on, and the rate of movement of, the helideck surface. It is
therefore important that the roll values are only related to the true vertical and do not
relate to any ‘false’ datum (i.e. a ‘list’) created, for example, by anchor patterns or
displacement. There are circumstances in which a pilot can be aided by amplification
of the heave measurement by reference to the time period (seconds) in terms of
‘peak to peak’.
3.4 Reporting Format:
A standard radio message should be passed to the helicopter which contains the
information on helideck movement in an unambiguous format. This will, in most
cases, be sufficient to enable the helicopter crew to make safety decisions. Should
the helicopter crew require other motion information or amplification of the standard
message, the crew will request it (for example, yaw and heading information). For
further guidance refer to the UKOOA Guidelines for the Management of Offshore
Helideck Operations.
Standard report example:
Situation: The maximum vessel movement (over the preceding ten minute
period) about the roll axis is 1° to port and 3° to starboard (i.e. this vessel may
have a permanent list of 1° to starboard and is rolling a further 2° either side of
this ‘false’ datum). The maximum vessel movement (over the preceding ten
minute period) about the pitch axis is 2° up and 2° down. The maximum
recorded heave amplitude over a single cycle (over the preceding ten minute
period) is 1.5 metres.
Report: ‘Roll 1° left and 3° right; Pitch 2° up and 2° down; heave two metres’.
3.5 Current research has indicated that the likelihood of a helicopter tipping or sliding on
a moving helideck is directly related to helideck accelerations and to the prevailing
wind conditions. It is therefore probable that future requirements will introduce
additional measuring and reporting criteria. The CAA is currently completing research
into the definition of these parameters, and how operating limits in terms of these
parameters should be set. A CAA paper describing the new scheme will be published
in due course. Pending publication, it is considered useful to highlight some of the
findings to date:
• It is important to ensure that the deck motions reported to the helicopter pilot
relate to the motion at the helideck. Very often pitch, roll and heave measurements
are taken from a source far removed from the helideck location. If this source
should happen to be midships and the helideck is located, for example, high up on
the bow, the actual heave (and, in future accelerations,) at the helideck are likely
to be far in excess of the source measurement. Software packages are available
to provide helideck location corrected movement data from a source at a different
location.
• Future guidance will advocate that deck motion measuring equipment be located
at (attached to the underside of) the helideck or compensated by software to give
helideck location readings.
• The research project has identified commercially available motion sensing systems
that produce deck motion reports to the present standard (pitch, roll and heave),
and are capable of being modified to incorporate the software necessary to
generate the new acceleration-based deck motion parameter; the Motion Severity
Index (MSI). These systems also have industry standard anemometer interfaces
and can be modified to produce the new wind severity parameter that will be

required; the Wind Severity Index (WSI). The MSI and WSI values generated by the
system will be reported to the helicopter for comparison with the operating limits
that will be contained in the helicopter operations manual. If within limits the deck
will be safe for ground operations over the following 10 minutes.
• A deck status scheme consisting of a colour code only (i.e. no signalling lights), to
control ground handling procedures is also being considered. Green status will
equate to normal deck handling procedures and will be in force when the least
stable aircraft is calculated to remain within limits regardless of post landing vessel
or wind heading changes. By definition, any helicopter type will be able to land on
any deck at green status. Amber status will apply when the deck is within limits
for the most stable helicopter, but when a high risk of exceeding helicopter limits
would exist in the event of a vessel or wind heading change after landing. Revised
deck handling procedures will be employed for amber status to reduce the risk of
a tip or slide, and to maximise the opportunity for the helicopter to lift off in the
event of problems developing. It is possible that a deck at amber status may be
out of limits for less stable helicopters having lower operating limits. Red status
applies when the deck is out of limits for all helicopter types and the helideck is
consequently closed.
It has been noted that a small number of helideck motion reports to pilots are still
based on visual estimations. This is not considered to be an acceptable way of
obtaining vital safety information. It is therefore strongly recommended that all
moving helidecks are equipped with electronic motion sensing systems which will
not only facilitate implementation of the new parameters, but also produce accurate
pitch, roll and heave information for current reporting requirements.
4 Aircraft Operational Data – Reporting and Recording
4.1 In addition to the data covered by Section 3 above, it is essential that all installations
are provided with means of ascertaining and reporting at any time:
a) the wind speed and direction;
b) the air temperature;
c) the barometric pressure;
d) the visibility, cloud base and cover; and
e) the sea state.
4.2 Air temperature and barometric pressure can be measured by conventional
instruments. An indication of wind speed and direction will be provided visually to the
pilot by the provision of a windsock coloured so as to give maximum contrast with the
background. However, for recording purposes, an anemometer positioned in an
unrestricted airflow is required. A second anemometer, located at a suitable height
and position can give useful information on wind velocity at hover height over the
helideck in the event of turbulent or deflected airflows over the deck. Visibility and
cloud conditions will normally be assessed by visual observations as will the sea
state, although, on some of the larger installations wave crest to trough measuring
instruments are available as are cloud base and visibility measuring instruments.
4.3 Measuring instruments used to provide the data listed in paragraph 4.1 above should
be periodically calibrated in accordance with the manufacturer’s recommendations in
order to provide continuing adequacy of purpose.

5 Location in Respect to Other Landing Areas in the Vicinity
5.1 Mobile installations and support vessels with helidecks may be positioned adjacent
to other installations so that mutual interference/overlap of obstacle protected
surfaces occur. Also on some installations there may be more than one helideck
which may result in a confliction of obstacle-free sectors.
5.2 Where there is confliction as mentioned above, within the obstacle-free sector out to
1000 metres, simultaneous operation of two helicopter landing areas is not to take
place without prior consultation with the HCA. It is possible, depending upon the
distance between landing areas and the operational conditions which may pertain,
that simultaneous operation can be permitted but suitable arrangements for
notification of helicopter crews and other safety precautions will need to be arranged.
In this context, ‘Flotels’ will be regarded in the same way as any other mobile
installation which may cause mutual interference with the parent installation
approach and take-off sector. For a detailed treatment of this subject readers are
recommended to refer to “Offshore Helideck Design Guidelines” sponsored by OIAC
HLG and published by HSE and “UKOOA Guidelines for the Management of Offshore
Helideck Operations“ (see also Chapter 3).
6 Control of Crane Movement in the Vicinity of Landing Areas
6.1 Cranes can adversely distract pilots’ attention during helicopter approach and take-off
from the helideck as well as infringe fixed obstacle protected surfaces. Therefore it is
essential that when helicopter movements take place (±5 mins) crane work ceases
and jibs, ‘A’ frames, etc. are positioned clear of the obstacle protected surfaces and
flight paths.
6.2 The Helicopter Landing Officer should be responsible for the control of cranes in
preparation for and during helicopter operations.
7 General Precautions
7.1 Whenever a helicopter is stationary on board an offshore installation with its rotors
turning, no person should, except in case of emergency, enter upon or move about
the helicopter landing area otherwise than within view of a crew member or the HLO
and at a safe distance from its engine exhausts and tail rotor. It may be dangerous to
pass close to the front of those helicopters which have a low main rotor profile.
7.2 The practical implementation of paragraph 7.1 above is best served through
consultation with the helicopter operator for a clear understanding of the approach
paths approved for personnel and danger areas associated with a rotors-running
helicopter. These areas are type-specific but, in general, the approved routes to and
from the helicopter are at the 2–4 o’clock and 8–10 o’clock positions. Avoidance of
the 12 o’clock (low rotor profile helicopters) and 6 o’clock (tail rotor danger areas)
positions should be maintained.
7.3 Personnel should not approach the helicopter while the helicopter anti-collision
(rotating/flashing) beacons are operating. In the offshore environment, the helideck
should be kept clear of all personnel while anti-collision lights are on.

8 Installation/Vessel Helideck Operations Manual and General

Requirements
The maximum helicopter mass and ‘D’ value for which the deck has been designed
and the maximum size and mass of helicopter for which the installation is certified
should be included in the Operations Manual. The extent of the obstacle-free area
should also be stated and reference made to any helideck operating limitation
imposed by helicopter operators as a result of non-compliance. Non-compliances
should also be listed.
9 Helicopter Operations Support Equipment
9.1 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; and
d) equipment for clearing the helicopter landing area of snow and ice and other
contaminants.
9.2 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.
9.3 For securing helicopters to the helideck it is recommended that adjustable tie-down
strops are used in preference to ropes. Specifications for tie-downs should be agreed
with the HCA.
9.4 Detailed guidance on the provision and operation of aeronautical communications and
navigation facilities associated with Offshore Helicopter Landing Areas is given in the
UKOOA Publications ’Guidelines for the Management of Offshore Helideck
Operations’ and ‘Guidelines for Safety Related Telecommunications Systems On
Fixed Offshore Installations’.
The CAA requirements, recommendations and guidance for aeronautical
communications and navigation facilities can be found in CAA Publication CAP 670 Air
Traffic Services Safety Requirements.
Radio operators of offshore aeronautical radio stations are required to hold a
Certificate of Competence. Further information can be found in CAA Publication CAP
452 'Aeronautical Radio Station Operator's Guide'.
CAA Approval under the Air Navigation Order and Wireless Telegraphy (WT) Act 1949
Licences is required for the installation and operation of offshore aeronautical
communications and navigation facilities. The Office of Communications (Ofcom) has
contracted the CAA Directorate of Airspace Policy (DAP) to administer WT Act radio
licences for aircraft, aeronautical ground stations and navigation aids.

Chapter 7 Helicopter Fuelling Facilities
1 General
The contents of this Chapter and Chapter 8 are intended as general advice on the
requirements necessary for the fuelling of helicopters on offshore installations and
vessels. The information has been compiled by UKOOA in consultation with the
Offshore Industry. More detailed information, if required, can be obtained from
aviation fuel suppliers. Civil Aviation Publications CAP 74 (Aircraft Fuelling: Fire
Prevention and Safety Measures) and CAP 434 (Aviation Fuel at Aerodromes) have
been superseded by CAP 748 (Aircraft Fuelling and Fuel Installation Management);
CAP 748 provides the additional general information and guidance which was
previously held in CAP 74 and CAP 434. It is inevitable that in a document such as
this, the reader will be referred to British Standards or alternative guidance and
example. The reader should always check that standards and numbers so referenced
are current and reflect current best practice.
1.1 It should be noted that offshore fuelling systems may vary according to the particular
application for which it was designed. Nevertheless the elements of all systems will
basically be the same to include:
a) transit tanks;
b) storage facilities (see Note); and
c) a delivery system.
NOTE: In some systems where built in tanks are not provided transit tanks are acceptable
for storage purposes.
1.2 Chapter 7 describes the features of a typical offshore fuelling system with additional
information on maintenance requirements and procedures. Chapter 8 provides a
detailed guide on fuelling procedures. It should be noted that additional guidance on
safety measures concerning fuelling of helicopters can be obtained from CAP 748
‘Aircraft Fuelling and Fuel Installation Management.
1.3 Particularly in the UK, many responsible bodies within the oil and helicopter industries
have developed their own maintenance and inspection regimes and cycles. There
may, therefore, appear to be anomalies between different source guidance on: filter
element replacement periodicity; hose inspection and replacement periodicity; static
storage tank inspection periodicity and; bonding lead continuity checks. Alternative,
responsible source guidance may be used where the user can satisfy himself that the
alternative is adequate for the purpose considering particularly the hostile conditions
to which the systems may be subjected and the vital importance of a supply of clean
fuel.
1.4 Product Identification
It is essential to ensure at all times that the quality of aviation fuel delivered to
helicopters offshore is of the highest level. A major contributor toward ensuring that
fuel quality is maintained and contamination is prevented is to provide clear and
unambiguous product identification on all system components and pipelines denoting
the fuel type (e.g. Jet A-1) and following the standard aviation convention for markings
and colour code.
Correct identification markings should initially be applied during system manufacture
and subsequently checked during maintenance cycles.

2 Fuelling System Description
2.1 Transit Tanks

2.1.1 Transit tanks should be constructed to satisfy the requirements of the
Intergovernmental Marine Consultative Organisation (IMCO), meeting the Dangerous
Goods Code Type 1 or Type 2 tank. They should also conform with EN 12079 (1999)
– Inspection and Repair of Offshore Containers.
2.1.2 Tanks may be of stainless steel or mild steel; if the latter, then tanks should be lined
with suitable fuel resistant epoxy lining. The tanks should be encased in a robust steel
cage with tie-down points and four main lifting eyes. Where possible, stainless steel
fasteners, in conjunction with stainless steel fittings, are recommended. The tank
frame should incorporate cross-members to provide an integral ‘ladder’ access to the
tank top. When mounted in the transit frame there should be a centreline slope
towards a small sump. This slope should be at least 1 in 30, although 1 in 25 is
preferred. Tanks should be clearly marked with the tank capacity. The tank’s serial
number should also be permanently marked on the identification plate. The tank
should normally be fitted with the following:
a) Manhole. An 18” manhole to allow physical access to the interior of the tank.
b) Inspection Hatch. A 6” hatch to enable inspection of the low end of the tank
contents.
c) Dipstick Connection. A suitable captive dipstick to determine the tank contents,
preferably of fibreglass material.
d) Emergency Pressure Relief. A stainless steel 2½” pressure/vacuum relief valve
fitted with weatherproof anti-flash cowl. The valve settings will depend on the type
of tank in use, manufacturers’ recommendations should be followed.
e) Sample Connection. A stainless steel sample point, fitted at the lowest point of
the tank. A foot-valve should be fitted in the sample line, complete with an
extension pipe and terminating with a ball valve with captive dust cap. Sample lines
should be a minimum of ¾” diameter and preferably 1” diameter. In order to allow
correct sample jars to be used, the sample point should be designed with sufficient
access, space and height to accommodate the standard 4 litre sample jar.
f) Outlet/Fill Connection. The outlet/fill connection should be a flanged fitting with
a 3” internal valve terminating to a 2½” self-sealing coupler complete with dust
cap. The tank outlet should be at least 6” higher than the lowest point of the tank.
g) Document Container. A suitable container should be positioned close to the fill/
discharge point to hold the tank and fuel certification documents.
h) Tank Barrel and Frame. The tank barrel and frame should be suitably primed and
then finished in safety-yellow (BS 4800, Type 08E51). Where the barrel is
fabricated from stainless steel it may remain unpainted. Safety-yellow is not
mandatory but has been generally accepted for helifuel tanks. All component parts
e.g. tank, frame etc. should be properly bonded before being painted. Whether the
tank barrel is painted yellow or otherwise Jet A-1 Transit Tanks should be correctly
identified by placing clear product identification markings on all sides, particularly
above the tank filling and dispensing attachment.
More detailed specification for transit tanks can be obtained on request from UKOOA.

2.2 Static Storage Tanks

Where static tanks are provided they should be constructed to suitable standards.
Acceptable standards include ASME VIII and BS 5500 Categories I, II and III. The tank
should be cylindrical and mounted with an obstacle-free centreline slope (e.g. no
baffles fitted) to a small sump. This slope should be at least 1 in 30, although 1 in 25
is preferred. The sump should be fitted with a sample line which has both a gate valve
and ball valve and should preferably have a captive camlock dustcap on the end to
prevent the ingress of dirt or moisture. Sample lines should be a minimum of ¾”
diameter and preferably 1” diameter. The sample point accessibility should be as
described in paragraph 2.1.2 e) above. Tanks should be clearly marked with the tank
capacity. Static tanks should be fitted with the following:
a) Manhole. A 24” minimum diameter manhole which should normally be hinged to
assist easy opening.
b) Inspection Hatch. A 6” sample hatch to allow for a visual inspection of the low
end of the tank, or for the taking of samples.
c) Dipstick. A suitable captive dipstick to determine the tank contents, designed so
that it cannot bottom on the tank interior and cause scratching, particularly in lined
tanks. The dipstick should preferably be of fibreglass material.
d) Vent. A free vent, or an emergency pressure relief valve. When a pressure relief
valve is fitted, the type and pressure settings should be in accordance with the
manufacturer’s recommendations.
e) Outlet/Fill Connection. Separate outlet and fill connections with the fill point
arranged so that there is no free-fall of product at any stage of the tank filling. The
outlet should either be by floating suction or from a stack pipe which extends at
least 6” above the lowest point of the tank. If a floating suction is embodied then
a bonded floating suction check wire pull assembly should be fitted directly to the
top of the tank. A floating suction offers several advantages over a stack pipe outlet
and is therefore strongly recommended.
f) Contents Gauge. A sight glass or preferably a contents gauge.
g) Automatic Closure Valves. Automatic quick closure valves to the delivery and
suction inlet and outlets. These valves should be capable of operation from both
the helideck and from another point which is at a safe distance from the tank.
2.2.1 The static storage tank shell should be properly bonded and the entire tank external
surface should preferably be finished in safety-yellow paint (BS 4800, Type 08E51)
and the correct product identification markings applied. Safety-yellow is not
mandatory but has been generally accepted for helifuel tanks.
Tanks should be marked with the date of the initial/last inspection and the date of the
next due inspection.
2.3 Sample Reclaim Tank
If the refuelling system includes a bulk storage tank, samples can be disposed of into
a dedicated reclaim tank (if fitted) that is equipped with a conical base and a sample
point at the sump and returned to the storage tank via a filter water separator. Before
transfer of the reclaim tank takes place the reclaim tank should be sampled to ensure
fuel is in good condition. Any contaminated samples should be disposed of in a
suitable container. The transfer water separator should also be sampled under pump
pressure, and before the storage tank inlet valve is opened, to ensure no
contamination is present in the filter vessel.
A reclaim tank cannot be used if refuelling is direct from transit tanks.

3 Delivery System
3.1 The delivery system to transfer fuel from the storage tank to the aircraft should
include the following components:
a) Pump. The pump should be an electrically or air driven, centrifugal or positive
displacement type with a head and flow rate suited to the particular installation.
The pump should be able to deliver up to 50 IGPM (225 litres per minute) under
normal flow conditions and to produce 50 psi no flow pressure, i.e. with the
delivery nozzle closed. A remote start/stop button should be provided on or
immediately close to the helideck and close to the hose storage location. There
should also be a flashing amber-coloured pump running warning light that is visible
from the helideck.
b) Filtration Units. Filter units including microfilters, filter water separators and fuel
monitors should be fitted with automatic air eliminators and sized to suit the
discharge rate and pressure of the delivery system. Units should be API 1581
approved. Such filters should provide protection down to 1 micron particle size.
Filter units should be fitted with a sample line to enable water to be drained from
the unit. The sample line should terminate with a ball valve and have a captive dust
cap. Sample lines on filter units should be a minimum ½” diameter but, in general,
the larger the diameter of the sample line the better. In any event the drain line
should match the vessel outlet.
c) Flowmeter. The flowmeter should be of the positive displacement type and sized
to suit the flow rate. The meter should be regularly calibrated in accordance with
the manufacturer’s recommendation, normally annually. It is also recommended
that the flowmeter includes both a strainer and an air eliminator. The flowmeter
should read in litres.
d) Fuel Monitor. A fuel monitor should be provided between the flowmeter and
delivery hose. This unit should be API 1583 approved and be designed to absorb
any water still present in the fuel and to cut off the flow of fuel once a certain
amount of water has been exceeded. The monitor is described as an Aviation Fuel
Filter Monitor with absorbent type elements. Filter units should be fitted with a
sample line to enable water to be drained from the unit. The sample line should
terminate with a ball valve and have a captive dust cap. Sample lines on filter units
should be a minimum ½” diameter but, in general, the larger the diameter of the
sample line the better. In any event the drain line should match the vessel outlet.
e) Delivery Hose. The delivery hose should be an approved semi-conducting type to
EN 1361 type C, Grade 2, 1½” internal bore fitted with reusable safety clamp
adaptors; hoses of larger diameter may be required if a higher flow rate is
specified. The hose should be stored on a reel suitable for the length and diameter
of the hose being used (the minimum bend radius of the hose should be
considered).
f) Bonding Cable. A suitable high-visibility bonding cable should be provided and
should always be used to earth the helicopter airframe before any refuelling
commences. The cable should be bonded to the system pipework at one end, and
be fitted with a correct earthing adaptor to attach to the aircraft and a means of
quick disconnection at the aircraft end. The electrical resistance between the end
connection and the system pipework should not be more than 0.5 ohms.
g) Fuelling Nozzle. The fuel delivery to the aircraft may be either by gravity
(overwing) or pressure (underwing) refuelling. It is beneficial to have the ability to
refuel by either means to suit the aircraft type being refuelled:

i) Gravity. The nozzle should be 1½” spout diameter fitted with 100 mesh
strainer. Suitable types include the EMCO G180-GRTB refuelling nozzle.
ii) Pressure. For pressure refuelling the coupling should be 2½” with 100 mesh
strainer and quick disconnect. A Carter or Avery Hardoll pressure nozzle with
regulator/surge control (maximum 35 psi) should be used.
iii) Pressure Gravity. To meet both requirements, a pressure nozzle can be fitted
to the hose end. A separate short length of hose fitted with an adaptor (to fit the
pressure nozzle) and with the gravity nozzle attached can be used as required.
This arrangement gives the flexibility to provide direct pressure refuelling or,
with the extension hose attached, a means of providing gravity refuelling.
Alternatively a GTP coupler may be used.
3.2 The delivery system, including hoses and nozzles should have adequate weather
protection to prevent deterioration of hoses and ingress of dust and water into the
nozzles.
4 Recommended Maintenance Schedules
Different elements of the helifuel refuelling systems require maintenance at different

times, ranging from daily checks on the delivery system to annual/biennial checks on
static storage tanks. The various components of the system given in Sections 2 and 3
are listed with their servicing requirements.
4.1 Transit Tanks
All transit tanks should be subject to a ‘trip examination’ each time the tank is filled
and, additionally, they should be checked weekly for condition. The following six-
monthly and twelve-monthly inspections should be carried out on all lined carbon
steel tanks. However, for stainless steel tanks, the inspections can be combined at
twelve-monthly intervals.
a) Trip Inspection. Each time the tank is offered for refilling the following items
should be checked:
i) Tank Shell – for condition; has shell suffered any damage since its previous
filling?
ii) Visual check of filling/discharge point and sample point for condition and
leakage, and caps in place.
iii) Visual check of lifting lugs and four-point sling for signs of damage.
iv) Tank top fittings to be checked for condition, caps in place, dirt free and
watertight.
v) Check that tank identification, serial number and contents are properly
displayed.
vi) Ensure tank certificate is valid and located in the document container.
b) Weekly Inspection. Each tank whether it is full or empty, onshore or offshore,
should be given a weekly check similar to the trip inspection at a) above to ensure
that the tank remains serviceable for the purpose. The weekly check should
primarily be for damage and leakage. The completion of this check should be
signed for on the serviceability report.

c) Six-Monthly Inspection. The six-monthly inspection should be carried out

onshore by a specialist organisation. Such a check should include:
i) Tank identification plate Check details.

ii) Tank shell Visual check for damage.
iii) Paint condition (external) Check for deterioration.
iv) Paint condition (internal) Check for deterioration, particularly
if applicable around seams.
v) Lining materials (if applicable) Check for deterioration, lifting, etc.
MEK and/or acetone test should be
carried out on linings or on any
lining repairs.
vi) Tank fittings (internal) Check condition.
vii) Tank fittings (external) Check condition.
viii) Access manhole Check security.
ix) Pressure relief valve Check condition, in particular check
for leaks.
x) Dipstick assembly Check constraint, markings and
cover/ cap for security.
xi) Bursting disc Check for integrity and cover/cap for
security.
xii) Inspection hatch assembly Check seal condition and security.
xiii) Bonding Measure electrical bonding
resistance between transit tank and
its shell.
xiv) General Examination and test procedures as
set out in EN 12079.
d) Rectification. It is a legal requirement that transit tanks are re-certified by an

authorised Fuel Inspector functioning under the verification scheme at least every
five years with an intermediate check every 2½ years which includes
recertification of pressure/vacuum relief valve. The date of certification should be
stamped on the tank inspection plate.
4.2 Storage Tanks
Static storage tanks are subject to an annual or biennial inspection depending on the
type of tank. If the storage tank is mild steel with a lining then it should be inspected
at least once per year, if the tank is stainless steel then a two-year interval between
inspections is acceptable. When due for inspection the tank should be drained and
vented with the manhole access cover removed. The inspection should include the
following:
i) Cleanliness Clean tank bottom as required.

ii) Tank internal fittings Check condition.
iii) Lining material (if applicable) Acetone test (note this check need only
be carried out on new or repaired
linings).

iv) Paint condition Check for deterioration particularly

around seams.
v) Access to tank top fittings Check condition of access ladder/
platform.
vi) Inspection hatch Check condition of seal.
vii) Access manhole cover Check seal for condition and refit cover
securely. Refill tank.
viii) Floating suction Check operation and condition.
ix) Valves Check condition, operation and material.
x) Sump/drain line Check condition, operation and material.
xi) Grade identification Ensure regulation Jet A-1 markings
applied and clearly visible.
xii) Contents gauge Check condition and operation.
xiii) Bonding Measure electrical bonding resistance
between tank and system pipework.
4.3 Delivery Systems

The offshore delivery system should nominally be inspected by the helicopter
operator every three months. However the inspection may be carried out by a
specialist contractor on behalf of the helicopter operator. No system should exceed
four months between successive inspections. In addition the system should be
subject to daily and weekly checks by offshore fuelling personnel to ensure
satisfactory fuel quality.
a) Daily Checks. The following checks should be carried out each day:
i) Microfilter and/or filter/water separator and filter monitor. Drain the fuel from
the sump until clear. The sample should be of the correct colour, clear, bright
and free from solid matter. The sample should be checked for dissolved water
by using a syringe and water detection capsule. Filter vessel and hose end
samples should be taken under pump pressure (see Chapter 8, paragraph 2 b).
NOTE: This check includes the transfer filter located in the transfer line between the transit
tanks and static storage tank.
ii) Storage tank. A fuel sample should also be drawn from each compartment of
the storage tank (as applicable) and checked for quality as in paragraph i) above.
iii) A sample should also be drawn from the hose end and checked for quality as
in paragraph i) above.
iv) These daily checks should be recorded on the ‘daily storage checks’.
NOTE: Fuel samples taken in accordance with ii) and iii) above should be retained for at least
7 days to enable them to be analysed in the event of an aircraft accident.
b) Weekly Checks. The following checks should be carried out each week (in
addition to the daily checks specified above).
i) Differential pressure gauge. During refuelling the differential pressure gauge
reading should be noted and recorded on the filter record sheets.
ii) Entire system. (Including transit tank checks detailed in paragraph 4.1 b) The
system should be checked for leaks and general appearance.

iii) Tank top fittings. Should be checked to see all are in place, clean and
watertight.
iv) Inlet and outlet couplings. Check caps are in place.
v) Hose end strainers. Strainers fitted to fuelling nozzles and fuelling couplings
should be inspected and cleaned. If significant quantities of dirt are found, the
reason should be established and remedial action taken. During these checks
the condition of any seal should be checked for condition and to ensure they
are correctly located.
vi) Floating suction. This should be checked for buoyancy and free movement.
vii) Aviation delivery hose. The hose should be checked visually whilst subjected
to system pump pressure. This particular check should be recorded on the
hose inspection record.
viii) Delivery nozzle/coupling. The bonding wire and clip should also be checked for
general condition, security and electrical continuity (maximum 0.5 ohms).
ix) Bonding reel. Check for general condition, security and electrical continuity
(maximum 0.5 ohms).
x) The completion of these checks should be recorded on the serviceability
report.
c) Three-Monthly Checks. A three-monthly check is the major inspection of the
system and should be carried out by an authorised Fuel Inspector. The following
check of items to be included will depend on the particular installation and is
included as a general guide, additional items may be included as appropriate:
i) All filtration units, i.e. decant line, dispenser and monitor filter. Obtain a fuel
sample and check for appearance and water presence (see Chapter 8,
paragraph 2 b) procedure). Note results of sample check on system records. If
bad samples are obtained on this three-monthly check it could indicate the
presence of bacteriological growth in the separator. If samples are not good
proceed as follows: open the filter vessel and inspect for surfactants,
bacteriological presence, mechanical damage and condition of lining (if
applicable). Clean out any sediment and carry out a water test on the water
stripper.
ii) Check earth bonding between transit tank and main storage.
iii) Suction fuel hose and coupling
aa) Ensure outer protective cover is present.
bb) Check hose for damage and leakage.
cc) Check end connections for damage and leakage.
dd) Check correct operation of hose coupling.
ee) Check end cap present.
iv) Pump unit
aa) Remove, clean and inspect strainers.
bb) If air driven, then remove air line lubricator, regulator and water separator
units, service as required.
v) Hose reel
Ensure reel mechanism operates correctly, grease rewind gears.

vi) Differential pressure gauge

aa) Check correct operation. (Renew filter element if the differential pressure
limit is exceeded.)
bb) Prime the unit and check the operation of the automatic air eliminator. (If
manual type is fitted it is recommended that it is replaced with an
automatic type.)
vii) Delivery hose
Carry out a visual check of the hose whilst under system pressure. Look for
external damage, soft areas, blistering, leakage and any other signs of
weakness. Particular attention should be paid to those sections of the hose
within about 45 cm (18 ins) of couplings since these sections are especially
prone to deterioration.
viii) Delivery coupling/nozzle
aa) Check operation to ensure correct lock off and no leakages.
bb) Remove, clean and visually check cone strainers, replace as necessary.
cc) Check earth bonding wire assemblies and bonding clips and pins. Renew
if required.
dd) Ensure all dust caps are present and are secured.
NOTE: No lubrication is to be applied to any of the coupling or nozzle parts.
ix) Main earth bonding
aa) On auto rewind, check for correct operation or rewind mechanism, adjust
and lubricate as necessary.
bb) Carry out a visual check on earth bonding cable and terminal connections,
replace if required.
cc) Check condition of earth clamp quick disconnect assembly.
dd) Carry out continuity check (maximum 0.5 ohms).
d) Six-Monthly Checks. Six-monthly checks, as for the three-monthly checks,
should be carried out only by an authorised Fuel Inspector. The contents of the six-
monthly check should include all the elements of the three-monthly checks
detailed in paragraph 4.3 c) above and, in addition, should include the following
items:
i) All filtration units, i.e. decant line, dispenser and monitor filter
aa) Ensure the unit has the correct fuel grade identification.
bb) Ensure the connecting pipework has the correct fuel grade identification.
ii) Electrical pump unit (if applicable)
aa) All electrical circuits to be checked by a qualified electrician.
bb) Check gearbox oil level is appropriate.
cc) Lubricate pump bearings.
dd) Check coupling between motor and pump for wear and signs of
misalignment.
ee) Refer to pump manufacturer’s recommended maintenance schedule for
additional items.

iii) Air-driven pump system (if applicable)

aa) Lubricate air motor bearings.
bb) Lubricate pump bearings.
cc) Check coupling between motor and pump for wear and signs of
misalignment.
dd) Refer to pump manufacturer’s recommended maintenance schedule for
additional items.
iv) Metering unit
aa) Check operation of automatic air eliminator.
bb) Lubricate the meter register head, drive and calibration gears with vaseline
only.
cc) Lubricate bearings.
dd) Clean and inspect strainer element.
v) Hose reel
aa)Check tension on chain drive and adjust if necessary.
bb)Lubricate the bearings.
vi) Delivery hose
aa)Ensure the correct couplings are attached to the hose.
e) Annual Checks. Annual checks should be carried out by an authorised Fuel
Inspector. The contents of the annual check includes all the items in both the
three-monthly and six-monthly and, in addition, consists of the following items:
i) All filtration units, i.e. transfer, water separator and monitor filters
aa) Remove and discard existing elements and shrouds (see Note below). Clean
out vessel. Visually check all areas of lining for signs of deterioration.
bb) Carry out water test on separator element if applicable.
NOTE: For onshore installations, filter elements need only be replaced on condition or every
3 years. For offshore installations filter elements should be replaced either annually
or, if appropriate, less frequently (e.g. 3 years) in accordance with the original
equipment manufacturers (OEM) instructions.
cc) Carry out MEK test if applicable.
NOTE: This need only be carried out to check for correct curing when lining is new or has
been repaired.
dd) Carry out DfT thickness test on vessel interior linings if applicable (again this
is only necessary on new or repaired linings).
ee) Apply pin hole detection test if applicable.
ff) Fit new elements and shrouds.
gg) Fit new gasket and seals.
hh) Mark the filter body with the dates of the last filter element change date and
the next due date.

ii) Delivery hose

Ascertain when the hose was fitted from system records. It should be
recertified every two years or earlier if any defects are found which cannot be
repaired. The hose will have a ten-year life from date of manufacture.
NOTE: Hoses unused for a period of more than two years are unsuitable for aircraft
refuelling.
iii) Fuel delivery meter
The fuel delivery meter may require calibration; refer to manufacturer’s
recommendations.
Authorised Fuel Inspectors will normally issue a report following an offshore
inspection, whether it be a three-monthly, six-monthly or annual check. These
reports should be copied to all offshore helicopter operators for their
information.

Chapter 8 Refuelling Procedures
1 General
This section includes recommended procedures for the filling of transit tanks, the
transfer of fuel from transit tanks to static storage and the refuelling of aircraft from
static storage. Civil Aviation Publication CAP 748 ‘Aircraft Fuelling and Fuel Installation
Management’ also gives general advice on fuel storage, handling and quality control.
NOTE: Certain companies arrange 2-day training courses at onshore locations. The courses
are intended for offshore staff who are involved with maintaining and operating
helicopter fuel systems offshore. Details of the above mentioned courses may be
obtained from Cogent OPITO on 01224 787800.
2 Filling of Transit Tanks
The trip examination should be carried out as specified in Chapter 7, paragraph 4.1.
The tank should then be dipped to ascertain the quantity of fuel in the tank in order to
calculate the volume of fuel required to fill the tank. The following items should then
be completed:
a) Draw fuel from transit tank sample line and discard until the samples appear water
free.
b) Carry out check for fuel quality in the following manner:
i) Samples should be drawn at full flush into scrupulously clean, clear glass
sample jars (4 litres capacity).
ii) The fuel should be of the correct colour, visually clear, bright and free from solid
matter and dissolved water. (Jet A-1 may vary from colourless to straw colour.)
iii) Free water will appear as droplets on the sides, or bulk water on the bottom of
the sample jar.
iv) Suspended water will appear as a cloud or haze
v) Solid matter is usually made up of small amounts of dust, rust, scale etc.
suspended in the fuel or settled out on the jar bottom. When testing for dirt,
swirl the sample to form a vortex, any dirt present will concentrate at the centre
of the vortex making it more readily visible.
vi) Testing for dissolved water should be done with a syringe and capsule detector
test. Fit a capsule to the syringe and immediately withdraw a 5 ml fuel sample
into the syringe. Examine the capsule for any colour change. If there is a distinct
colour change the fuel should be rejected. (Capsules should be used within 9
months from the date of manufacture. Tubes or capsules are marked with the
relevant expiry date. Note: Capsules should not be re-used.)
NOTE: The use of water-finding paper is no longer recommended.
c) Once satisfied that the fuel is free from water, draw off sufficient fuel to measure
its specific gravity with a clean hydrometer. The fuel temperature should also be
noted in order to correct the measured specific gravity to a relative density (this is
done using a correction graph). The Relative Density (RD) of the fuel sample taken
from the transit tank should be compared with that of the previous recorded RD
after the last tank filling. The relative density of the previous batch of fuel should

be taken from the previous release note or from the label from the retained
sample. If the difference in relative densities exceeds 0.003 the contents of the
transit tank may have been contaminated with some other product and the refilling
should not take place.
d) First connect the bonding wire to the transit tank then connect the delivery hose
coupling to the transit tank filling point and start the transfer pump to fill the tank.
The inspection hatch should be opened prior to filling otherwise the bursting disc
could be ruptured. When the meter register head indicates that the required
quantity of fuel has been transferred, stop the transfer pump, remove the coupling
from the tank and then remove the bonding connection. The dust cap should then
be replaced on the filling point. The tank should be dipped to check the tank
contents. Leave the tank to settle for 10 minutes then a further sample should be
drawn from the tank once it has been filled. This sample should be labelled with
the tank number, the fuel batch number and date of filling and should then be
retained safely until the tank is offered again for refilling. The sample should be
subjected to a Relative Density (RD) check following the same process given in
paragraph c) above. The record of this should be within 0.003 of the RD of the bulk
supply. This RD reading should be recorded to allow the fuel remaining in the tank
to be checked for possible contamination when the tank next returns from
offshore for the next tank filling. This sample will be required as a proof of fuel
quality in the event of an aircraft incident where fuel may be considered to be a
causal factor.
e) The tank should then be sealed and a release note completed with all the required
particulars; special attention should be paid that the correct grade of fuel is
included on this release note, e.g. with AL48 as appropriate. A copy of this release
note should be secured in the tank document container and a further copy retained
for reference.
3 Decanting from Transit Tanks to Static Storage
Before commencing any transfer of fuel it is necessary to dip the storage tank to
ensure that the contents of the transit tank can be accommodated within the
intended storage facility. The transit tank should have had sufficient time to settle
once positioned correctly for the transfer operation. Bulk storage tanks equipped with
a floating suction device need at least 1 hour for settling time and tanks without
floating suction should be left for a period in hours approximately equal to the depth
of fuel in feet (i.e 6 feet depth of fuel should be left to settle for a period of at least 6
hours).
The following procedure should then be followed:
a) Check transit tank seals are still intact.
b) Check transit tank grade marked.
c) Check tank shell for damage particularly around welded seams.
d) Check release note for the following.
i) Correct grade.
ii) Quantity.
iii) Batch number.
iv) Date.

v) Certified free from dirt and water.

vi) Signed by authorised product inspector.
e) Take fuel samples from the transit tank and discard until the samples appear water
free.
f) Carry out checks for fuel quality as described above in paragraph 2 b).
g) If the transit tank sample test is not satisfactory, then draining a quantity of fuel off
at full flush and then retesting may produce a satisfactory result.
h) Once a satisfactory test has been obtained the transit tank should next be properly
bonded to the system interconnecting pipework and then the transfer hose should
be connected to the transit tank discharge point (via a suitable filter, i.e. 5 micron
or less) and open valve.
i) With the transfer pump running obtain a sample from the transfer filter separator
until a satisfactory result is obtained.
NOTE: Fuel should be pumped through filtration vessels for the elements to be effective.
j) Start the transfer pump and open the static tank inlet valve to start the fuel flow.
Once fuel transfer has commenced check the coupling connections for any signs
of leakage and continue to monitor the fuel flow whilst transfer is taking place.
k) When sufficient fuel has been transferred shut off the valves and stop the transfer
pump.
l) Disconnect the electrical bonding lead and replace any dust caps that were
removed at the commencement of the operation.
m) Record fuel quality checks and the transfer of the transit tank contents into the
storage tanks and retain the release note on board the installation/vessel.
n) After transfer of fuel into the bulk storage tank ensure that the fuel is allowed to
settle in accordance with paragraph 3 above, before it is released for use.
4 Aircraft Refuelling
4.1 Always ensure before starting any refuelling that the fuel in the storage tank is
properly settled, refer to paragraph 3 above for correct settling times.
4.2 Before the commencement of any helicopter refuelling, the HLO should be notified.
All passengers should normally be disembarked from the helicopter and should be
clear of the helideck before refuelling commences (but see j) below). The fire team
should be in attendance at all times during any refuelling operation. The following
procedure will then apply:
a) When the aircraft captain is ready and it has been ascertained how much fuel is
required and that the grade of fuel is correct for the particular aircraft, run out the
delivery hose on the helideck to the aircraft refuelling point.
b) Take a fuel sample from the nozzle end or from the filter monitor drain point (if a
pressure refuelling coupling is in use) and carry out a water detection check. For
two-pilot operations this should be witnessed by the non-handling pilot, who
should be satisfied that the fuel water test is acceptable. During single-pilot
operations the water detection capsule should be shown to the pilot after the
water detection check.
c) Next attach the main bonding lead to the aircraft earthing point.

d) If pressure refuelling, first connect the secondary bonding lead to bond the
refuelling nozzle to the aircraft then connect the pressure coupling to the aircraft
and remain adjacent to the fuelling point. If gravity refuelling, first connect the
secondary bonding lead to bond the refuelling nozzle to the aircraft, open the tank
filler and insert the nozzle and prepare to operate the fuel lever when cleared to do
so.
e) The nominated person in charge of the refuelling should operate the system pump
switches and open any necessary valves to start the flow of fuel only when given
clearance by the pilot.
f) If any abnormalities are observed during the refuelling, the off switch should
immediately be operated. When refuelling is complete, the pump should be shut
down and the nozzle handle released.
g) Remove the refuelling nozzle or disconnect the pressure coupling as appropriate
and replace the aircraft filler cap. Finally disconnect the secondary bond lead. A
further fuel sample should now be taken, witnessed by the pilot, as in b) above and
a fuel water check should again be carried out. See also Daily Checks in Chapter 7
paragraph 4.3 for retained samples.
h) Remove the delivery hose from the helideck and carry out a final check that the
aircraft filler cap is secure then disconnect the main bonding lead from the aircraft
and check that all equipment is clear from the proximity of the aircraft. The hose
should be rewound onto its reel.
i) Enter the fuel quantity onto the daily refuelling sheet and obtain the pilot’s
signature for the fuel received.
j) If for safety reasons the aircraft captain has decided that the refuelling should be
carried out with passengers embarked, the following additional precautions should
be undertaken:
i) Constant communications should be maintained between the aircraft captain
and the refuelling crew.
ii) The passengers should be briefed.
iii) The emergency exits opposite the refuelling point should be unobstructed and
ready for use.
iv) Passengers seatbelts should be undone.
v) A competent person should be positioned ready to supervise disembarkation in
the event of an emergency.
4.3 Civil Aviation Publication CAP 748, ‘Aircraft Fuelling and Fuel Installation
Management’, offers further general guidance.
5 Sample Documentation
Recording of aviation refuelling system / component manufacture, routine

maintenance and rectification, testing, fuel transfer history and aircraft refuelling, etc.
should be recorded on official company documentation. This documentation is
normally provided by the helicopter operators and / or specialist fuel suppliers and
system maintainers. As a minimum, the documentation used should comprise:
• Tank Certificate;
• Fuel Release Certificate;

• Record of Transit Tank Receipt;

• Daily and Weekly Serviceability Report;
• Daily Storage Checks;
• Differential Pressure Record;
• Hose Inspection and Nozzle Filters Test Record;
• Storage Tank Checks Before and After Replenishment;
• Fuel System Maintenance Record;
• Tank Inspection and Cleaning Record;
• Fuelling Daily Log Sheet.

Chapter 9 Helicopter Landing Areas on Vessels
1 Vessels Supporting Offshore Mineral Workings and Specific Standards

for Landing Areas on Merchant Vessels
1.1 Helidecks on vessels used in support of the offshore oil and gas industry should be
designed to comply with the requirements of the preceding chapters of this
publication.
The International Chamber of Shipping (ICS) has published a ‘Guide to Helicopter/Ship
Operations’ which comprehensively describes physical criteria and procedures on
ships. It is not intended to reproduce detail from the ICS document which should be
referenced in addition to this chapter.
1.2 Helicopter landing areas on vessels which comply with the criteria and which have
been satisfactorily assessed by the Helideck Certification Agency (HCA) will be
included in the Helideck Limitations List (HLL) published by the HCA. This list will
specify the D-value of a helideck; include pitch, roll and heave category, list areas of
non-compliance against CAP 437 and detail specific limitations applied to the
helideck. Vessels having ships’-side or midships helidecks or landing areas may be
subject to specific limitations due to the lack of obstacle protected surfaces and public
transport requirements in terms of performance considerations.
1.3 Helicopter landing areas should have an approved D-value equal to or greater than the
‘D’ dimension of the helicopter intending to land on it.
1.4 Helicopter landing areas which cannot be positioned so as to provide a full obstacle-
free surface for landing and take-off for specific helicopter types will be assessed by
the HCA and appropriate limitations will be imposed.
1.5 It should be noted that helicopter operations to ships with landing areas at the bow
or stern may be further limited depending on the ships movement in pitch, roll and
heave.
2 Amidships Helicopter Landing Areas – Purpose Built or Non-Purpose

Built Ships Centreline
(See Figure 1)
2.1 General
The following special requirements apply to vessels which can only accommodate a
helicopter landing area in an obstructed environment amidships. The centre of the
landing area will usually be co-located on the centreline of the vessel, but may be
offset from the ships centreline either to the port or starboard side to the extent that
the edge of the landing area is coincidental with the ship’s side.
2.2 Size and Obstacle Environment
2.2.1 The reference value ‘D’ (overall dimension of helicopter) given at Table 1 (Chapter 3)
also applies to ships’ landing areas referred to in this Chapter. It should also be noted
that amidships landing areas are only considered suitable for single main rotor
helicopters.
2.2.2 Forward and aft of the centreline landing area should be two symmetrically located
150° limited obstacle sectors with apexes on the circumference of the ‘D’ reference

circle. Within the area enclosing these two sectors, and to provide a ‘funnel of
protection’ over the whole of the ‘D’ circle there should be no obstructions above the
level of the landing area except those referred to at Chapter 3, paragraph 6.2 which
are permitted up to a maximum height of 0.25 metres above the landing area level.
Limited obstacle Obstacle-free sector Limited obstacle

sector sector
Reference points
FATO
A A
150°
150°
150°
150°
D
PLAN VIEW
D = Helicopter largest over-all dimension
1:5 1:5
D
D FATO D
Section A.A
Figure 1 Midship Centreline
2.2.3 To provide protection from obstructions adjacent to the landing area, an obstacle
protection surface extends both fore and aft of the final approach and take-off area
(FATO). This surface extends at a gradient of 1:5 out to a distance of ‘D’ as shown in
Figure 1.
2.2.4 Where the requirements for the limited obstacle surface cannot be fully met but the
landing area size (FATO) is acceptable, it may be possible to apply specific operational
limitations or restrictions which will enable helicopters up to a maximum ‘D’ value of
the FATO to operate to the deck.
2.2.5 The structural requirements referred to in Chapter 3 should be applied whether
providing a purpose-built amidships helideck above a ship’s deck or providing a

non-purpose built landing area on a ship’s deck. The provision of a landing area net is
a requirement except where skid fitted helicopters are routinely used.
3 Helicopter Landing Area Marking and Lighting
The basic marking and lighting requirements referred to at Chapter 4 will also apply
to all helicopter landing areas on ships except that at amidships helicopter landing
areas the aiming circle should be positioned on the centre of the safe landing area and
both the forward and aft ‘origins’ denoting the limited obstacle sector should be
marked with a black chevron (see Chapter 4, Figure 2). In addition, where there is an
operational requirement, vessel owners may consider providing the helideck name
marking and maximum allowable mass ‘t’ marking both forward and aft of the painted
helideck identification ‘H’ marking and aiming circle.
4 Ship’s Side Non Purpose Built Landing Area
4.1 Refer to Figure 2 for layout and dimensions.
Limited obstacle sector

maximum height 0.05 D
Final approach and take-off

5D
0. 2
0.5 D
1.5 D
Obstacle-free sector
D = Helicopter largest over-all dimension
Figure 2 Ship’s Side: Non-Purpose Built Landing Area
4.2 The above areas which consist of an inner ‘clear zone’ (D-value) and an outer
‘manoeuvring zone’ should, where possible, be established on the vessel’s main
deck. The ‘manoeuvring zone’ which extends beyond the final approach and take-off
area (FATO) by 0.25 D for a landing area is intended to provide the helicopter with an
additional area of protection to account for rotor overhang beyond the ‘clear zone’.
5 Winching Areas
A winching area should provide a ‘manoeuvring zone’ with a minimum diameter of 2D

(twice the overall dimension of the largest helicopter permitted to use the area).

Within the ‘manoeuvring zone’ a ‘clear area’ should be centred. This clear area should
be at least 5 metres in diameter and should be a solid surface. It is accepted that part
of the manoeuvring zone, outwith the clear area, may be located beyond the ship’s
side but it should comply with obstruction requirements shown in Figure 3.
WINCH WINCH ONLY to be

marked in white so as to
be easily visible to the
helicopter pilot.
ONLY
CLEAR
ZONE
(5 Metres minimum)
Circle painted yellow
(Diameter 1.5D)
MANOEUVRING ZONE
(Diameter 2D)
Circumference painted in yellow
0.2 metre wide broken line
No No
obstructions obstructions
higher higher
than No obstructions No obstructions than
6 metres higher than No obstructions higher than 6 metres
3 metres 3 metres
Figure 3 Winching Area
6 Obstructions
6.1 To make a landing operation safe it is essential that any part of the ship’s side rail
within the manoeuvring zone is removed or stowed horizontally.
6.2 All aerials, awnings, stanchions and derricks or cranes within the vicinity of the
manoeuvring zone should be either lowered or securely stowed.
6.3 All dominant obstacles within, or adjacent to the manoeuvring zone should be
conspicuously marked.

7 Poop Deck Operations
Due to the design and nature of a vessel, where it is impossible to provide a main
deck landing or winching area it may be acceptable to accommodate a suitable area
on the poop deck of the ship. However, if this is the case, the following additional
safety factors will have to be considered:
a) air turbulence caused by the superstructure may adversely affect helicopter
performance;
b) flue gases may adversely affect the pilot and the performance of the helicopter
engines;
c) vessel movement in both pitch and yaw are exaggerated at the stern.
These safety factors are considered more fully in Chapter 3 and in CAA Paper 2004/
02 “Helideck Design Considerations – Environmental Effects”. It is strongly
recommended that vessel designers review CAA Paper 2004/02 before
accommodating a landing area on the poop deck of the ship.
NOTE: To reduce adverse factors mentioned above it is beneficial to position the vessel so
that the relative wind is 30° off the port bow.
8 Winching Above Accommodation Spaces
Some vessels may only be able to provide winching areas which are situated above
accommodation spaces. Due to the constraints of operating above such an area only
twin-engined helicopters should be used for such operations and the following
procedures adhered to:
a) personnel should be cleared from all spaces immediately below the helicopter
operating area and from those spaces where the only means of escape is through
the area immediately below the operating area;
b) safe means of access to and escape from the operating area should be provided
by at least two independent routes;
c) all doors, ports, skylights etc. in the vicinity of the aircraft operating area should be
closed. This also applies to deck levels below the operating area;
d) Fire and rescue personnel should be deployed in a ready state but sheltered from
the helicopter operating area.
9 Night Operations
Figure 4 shows an example of the overall lighting required for night helicopter
operations. Details of the landing area lighting are given at Chapter 4, Section 3.
Additionally the Ship’s Master should ensure that:
a) Floodlights are not directed at an angle which will dazzle the helicopter pilot.
b) Photographic flash equipment is not to be used during the landing and take-off or
winching operation.

10 Operating Guidance
10.1 Landing or Winching

Where practicable, the helicopter should land, rather than winch, because safety is
enhanced if the time spent hovering is reduced. Whether the helicopter lands or
hovers, the master should be fully aware of, and in agreement with, the pilot’s
intentions.
10.2 Twin and Single-Engined Helicopters
Some states permit offshore operations in single-engined helicopters in accordance
with specified rules and criteria. The guidance given in this paragraph (10.2) is not
relevant for UK G registered operations.
Single-engined helicopters should only be used for transfer to ships on which either
a ‘full’ or ‘restricted’ landing area is available.
Signal prescribed by Rule 27 (b) Marshaller with illuminated batons

1972 Collision Regulations stands well clear of operating area
Floodlight International code

Floodlights Floodlights illuminating Floodlights illuminating Derrick post floodlights illuminating pennant
illuminating funnel accommodation front derrick posts illuminating operating area wind reference used for wind reference
Floodlight
illuminating
Foremast
Mast
Pipe line
‘0’ Hatch
22
22
H
22
22
Signal prescribed by Rule 27 (b)

1972 Collision Regulations
Figure 4 Night Operations: Lighting Requirements
At night, single-engined helicopters should only be used to transfer stores. They

should not be used to transfer personnel.
Personnel should normally be winched only from multi-engined helicopters with a
one-engine-inoperative hover capability.
When helicopter operations are being carried out above winching areas in the vicinity
of accommodation spaces, compliance with the requirements of paragraph 8 is
especially important.

The following Table 1 shows the operations which may be conducted with twin-
engined and single-engined helicopters respectively, subject to local regulations.
Table 1 Twin- and single-engined helicopter operations
Personnel Stores
Landing Winching Landing Winching
Day Night Day Night Day Night Day Night
Twin Engined YES YES YES1 YES1 YES YES YES YES
Single Engined YES NO NO NO YES YES NO NO

1. Winching area may be used only if a ‘full’ or ‘restricted’ landing area is not available or cannot be used.
11 Weather Conditions
Limiting weather conditions will be in accordance with the requirements of the

helicopter operator’s ‘Operations Manual’. Some vessels may apply lower limits for
personnel movement on the helideck.

Chapter 10 Tandem Rotor Helicopter Helidecks
NOTE: For structural load considerations refer to Chapter 3, Sections 4 and 5. There are
currently no tandem rotor helicopters operating on the UK continental shelf. This
chapter is written to provide guidance and an explanation on helidecks marked for
tandem rotor helicopters which may appear in UK waters. Ideally such helidecks
should be re-marked for single rotor helicopters in accordance with Chapters 3 and
4 above. The criteria listed below is taken from the third edition of CAP 437 and is
intended for use only where appropriate.
1 Introduction
1.1 To allow for omnidirectional landings for any helicopter having tandem main rotors,
the area should be sufficiently large to contain a D circle of diameter 0.9 D, where D
is the measurement across the rotors in a fore and aft line. If this cannot be met, a
landing area rectangle should be provided with a major axis of at least 0.9 D and a
minor axis of at least 0.75 D. To allow for omnidirectional landings for any helicopter
having tandem main rotors, the area should be sufficiently large to contain a landing
area circle of diameter 0.9 D, where D is the measurement across the rotors in a fore
and aft line. If this cannot be met, a landing area rectangle should be provided with a
major axis of at least 0.9 D and a minor axis of at least 0.75 D, which dimension will
allow for bi-directional landings only.
1.2 Within this landing rectangle, bi-directional landings will be permitted in the direction
of the major axis only. (If necessary for design purposes, any of the corners of this
rectangle may be omitted provided that neither of the two sides forming the right
angle of any such triangle exceeds 0.18 D in length). (This is illustrated in Figure 1.)
1.3 From any point on the periphery of the above-mentioned landing area circles, or from
the inboard end of the minor axis of the landing area rectangle, an obstacle-free
approach and take-off sector should be provided which totally encloses the landing
area circle or rectangle and which extends over an arc of at least 210°. Within this
sector, and out to a distance of 1000 metres from the periphery of the landing area,
only the following items may exceed the height of the landing area, but should not do
so by more than 0.25 metres:
• the guttering or slightly raised kerb (associated with the requirements in
Chapter 3);
• the lighting required by Chapter 4;
• the outboard edge of the safety net required in Chapter 3;
• the foam monitors;
• those handrails and other items associated with the landing area which are
incapable of complete retraction or lowering for helicopter operations.
NOTE: As a general rule, at helidecks where obstacle-free sectors are infringed by
installations or vessels which are positioned within 1000 metres of the point of origin
of the sector, it may be necessary to impose helicopter operating restrictions. (See
Chapter 6 for further details.)

Max 150° Sector

0.18 D No alternative
positions allowed
x
Max
0.18 D
0.9 D
OBSTACLE FREE
210° Sector for take-off 0.75 D
and approach
x
Object height
limited to
1.1m
PLAN VIEW
0.62 D
Landing area level

0.75 D
ELEVATION
NOTES: 1 The D-value relates to the D-value of the largest tandem main rotor helicopter for which the deck is
designed.
2 For omnidirectional operations by single main rotor (or side by side rotor) helicopters the minimum
deck dimension (0.75 D axis) should be equal to or greater than the D-value of the single main rotor (or
side by side rotor) helicopter.
3 Distance x = 0.62D–0.375D. The extent of the protected surface in the limited obstacle sector as
shown hatched above, is measured from and follows the perimeter of the safe landing area.
Figure 1 Obstacle-Free Areas (Tandem Main Rotor Helicopters – Bi-Directional

Landings)
of the landing circle or rectangle. The sector may be ‘swung’ by up to 15° in the case
of omnidirectional landing circles, but not for bi-directional landing rectangles.

For bi-directional landing areas for tandem main rotor helicopters, within the limited
obstacle sector, no object should exceed 1.1 m above helideck level out to a distance
of 0.62 D from the centre of the landing rectangle (see Figure 1).
1.5 For omnidirectional landing areas for tandem main rotor helicopters no objects should
be permitted in the limited obstacle sector within a radius of 0.62 D from the centre
of the D circle. Beyond that arc out to an overall distance of 0.83 D objects should not
exceed a height of 0.05 D above helideck level (see Figure 2).
of the safe landing area. The sector may not be ‘swung’ (as illustrated in Figure 2) in
the case of bi-directional landing rectangles.
2 Omnidirectional Landing Area
The criteria contained in Chapters 3 and 4 should be followed except that the
touchdown marking and H should be located in the centre of the D circle. The inner
diameter of the touchdown marking should be 0.5 D of the actual helideck D-value
but should not exceed 12 metres.
3 Bi-directional Rectangular Landing Area
The criteria contained in Chapters 3 and 4 should be followed except that the
touchdown marking and H should be located in the centre of the landing area. Where
the minor axis of the landing rectangle is greater than 0.75 D, the marking should be
located half the nominal 0.75 D distance from the outboard edge of the helideck. The
inner diameter of the touchdown marking should be half the 0.9 D value of the
helideck but should not exceed 12 metres. Additionally, yellow guidelines, 1 metre
wide, from the periphery of the touchdown marking to the edge of the helideck
parallel to the long side of the rectangle should be marked. (See Figure 3.)
4 Loads – Structural Response Factor
Reference should be made to Chapter 3.

Where test data for both front and rear undercarriage has been reviewed, the
structural response factor may be modified as follows:
Natural frequency of deck structure Structural response factor

Between 17 and 25 Hz 1.30

–15°
150° Sector
(may be swung up to 15°
either side of bisector)
3D
0. 8
0.62 D
OBSTACLE FREE
210° Sector for take-off 0.9 D
0.21 D
and approach
PLA N V IEW
–15°
No objects above Object height

level of landing limited to
area 0.05 D
0.83 D
Landing area level

0.9 D
ELEVATION
Figure 2 Obstacle-Free Areas (Tandem Main Rotor Helicopters – Omnidirectional

Landing)

No object
above 1.1M
0.18 D
MAX 1M
0.18 D
MAX
INSTALLATION NAME
0.62 D
0.9 D
Centre of
Landing
Rectangle
1.2M
0.75 D
Min 150°Sector
150° Sector
(Noalternative
No alternative
positionallowed
position allowed)
Figure 3 Bi-Directional Markings for Tandem Main Rotor Helicopter Operations
NOTES: 1 The D-value relates to the D-value of the largest tandem main rotor helicopter for
which the helideck is designed.
2 For omnidirectional operations by single main rotor (or side by side rotor)
helicopters the minimum deck dimension (0.75 D axis) should be equal to or
greater than the D-value of the largest single rotor (or side by side rotor)
helicopter approved to use the deck.
3 Where the minor axis is greater than the minimum 0.75 D, the ‘H’ should be
located at ½ of the nominal 0.75 D from the outboard edge of the deck.

Appendix A Checklist
The following checklist indicates in general terms the minimum number of helideck physical
characteristics which the CAA considers should be examined during periodic surveys to
confirm that there has been no alteration or deterioration in condition. For a detailed Helideck
and System Inspection Checklist, readers are recommended to refer to UKOOA Guidelines for
the Management of Offshore Helideck Operations.
a) Helideck Dimensions:
i) D-value as measured;
ii) Declared D-value;
iii) Deck shape;
iv) Scale drawings of deck arrangement.
b) Deck Landing Area Conditions:
i) Type of surface, condition, friction, contaminant free;
ii) Fuel retention;
iii) Deck landing area net;
iv) Perimeter safety netting;
v) Tie-down points.
c) Environment:
i) Turbine and other exhausts;
ii) Hot and cold gas emissions;
iii) Turbulence generators;
iv) Flares;
v) Emergency gas release systems;
vi) Adjacent fixed/mobile/vessel exhausts, gas emissions, flares, and turbulence
generators.
d) Obstacle Protected Surfaces (Minima):
i) Obstacle-free sector (210°);
ii) Limited obstacle sector (150°);
iii) Falling 5:1 gradient;
iv) Note if i) or iii) above are swung from normal axis.
e) Visual Aids:
i) Deck surface;
ii) General condition of painted markings;
iii) Location of H;
iv) Aiming circle;
v) Safe Landing Area perimeter line – relationship to Chevron;
August 2005 Appendix A Page 1

vi) D-value marked within perimeter line;

vii)Chevron marking (if reduced the sector is to be marked in degrees);
viii)Certification marking (exact D-value);
ix) Maximum allowable mass marking;
x) Conspicuity of installation name;
xi) Wind indicator;
xii)Perimeter lighting;
xiii)Floodlighting;
xiv)Obstruction lighting;
xv)Marking of dominant obstacles;
xvi)Shield of installation working lights (helideck light pollution);
xvii)Status Lights (where required).
f) Fuel System:
i) Jet A-1 installation;
ii) Hose;
iii) Earthing equipment.
g) Rescue and Firefighting Equipment
i) Principal agent;
ii) Complementary media;
iii) Rescue equipment;
iv) Personal protective equipment.
August 2005 Appendix A Page 2

Appendix B Bibliography
1 References
Guide to Helicopter/Ship Operations, International Chamber of Shipping, Third

Edition, May 1989 (due to be updated in 2006).
Offshore Installations: Guidance on Design, Construction and Certification, Health
and Safety Executive, HMSO ISBN 0114106126.
Health and Safety Executive: Operations and Safety Notices
Operations Notice No. 39: Guidance on Identification of Offshore Installations
Operations Notice No. 67: Offshore Helideck Design Guidelines
Safety Notice 1 / 1994: Mobile Installations and Vessels: Movement of Helidecks
Safety Notice 2 / 2004: Testing of Helideck Foam Production Systems
International Civil Aviation Organization
ICAO Doc 9261 AN/903 Heliport Manual

ICAO Doc 9284 AN/905 Technical Instruction for the Safe Transport of
Dangerous Goods by Air
ICAO Annex 14 Volume II Heliports
UK Offshore Operators Association (UKOOA) and Offshore Industry Advisory

Committee – Helicopter Liaison Group (OIAC-HLG)
UKOOA Guidelines for the Management of Offshore Helideck

Operations (Issue 5) February 2005
OIAC - HLG Offshore Helideck Design Guidelines*
UKOOA Guidelines for Safety Related Telecommunications Systems On Fixed

Offshore Installations
* Published by UK Health and Safety Executive with the endorsement of OIAC – HLG
(can be downloaded from HSE’s website www.hse.gov.uk).
Offshore Petroleum Industry Training Organisation (OPITO)
Helicopter Landing Officers Handbook (OPITO)
Helicopter Refuelling Handbook (OPITO)
August 2005 Appendix B Page 1

Civil Aviation Authority – CAPs and Research Papers
CAA Paper 97009 A Questionnaire Survey of Workload and Safety

Hazards associated with North Sea and Irish Sea
Helicopter Operations
CAA Paper 98002 Friction Characteristics of Helidecks on Offshore
Fixed-Manned Installations
CAA Paper 99004 Research on Offshore Helideck Environmental
Issues
CAA Paper 2003/06 Specification for an Offshore Helideck Status Light
System
CAA Paper 2004/01 Enhancing Offshore Helideck Lighting – NAM K14
Trials
CAA Paper 2004/02 Helideck Design Considerations - Environmental
Effects
CAA Paper 2004/03 Helicopter Turbulence Criteria for Operations to
Offshore Platforms
CAA Paper 2005/01 Enhancing Offshore Helideck Lighting – Onshore
trials at Longside Airfield
CAP 452 Aeronautical Radio Station Operator's Guide
CAP 670 Air Traffic Services Safety Requirements
CAP 748 Aircraft Fuelling and Fuel Installation Management
2 Sources
Civil Aviation Publications (CAPs) and Civil Aviation Authority Papers (CAA Papers) are
published on the CAA web site at www.caa.co.uk where you may register for e-mail
notification of amendments. Please see inside cover of this CAP for details of
availability of paper copy.
ICAO publications are available from Airplan Flight Equipment, 1a Ringway Trading
Estate, Shadowmoss Road, Manchester M22 5LH. Telephone 0161 499 0023. The
ICAO website address is www.icao.int.
British Standards (BS) may be obtained from Her Majesty’s Stationery Office, PO Box
276, Nine Elms Lane, London SW8 5DT. Telephone 020 7211 5656 or from any
HMSO. Advice on relevant codes (BS EN & PREN) is available from the CAA at SRG
Gatwick.
HSE Publications from HSE Books, PO Box 1999, Sudbury, Suffolk, CO10 6FS.
Telephone (01787) 881165.
OPITO Publications from OPITO, Inchbraoch house, South Quay, Ferryden,
Montrose, Scotland, DD10 9SL. Telephone (01674) 662500.
UKOOA Publications from UKOOA, 3 Hans Crescent, London, SW1X 0LN. Telephone
020 7589 5255; or, from UKOOA, 9 Albyn Terrace, Aberdeen, AB10 1YP. UKOOA
publications can also be viewed on the Internet at:- http\\www.ukooa.co.uk.
August 2005 Appendix B Page 2

Appendix C Interim Guidance issued by CAA in

July 2004

Flight Operations Inspectorate (Helicopters)
20 July 2004
Ref 10A/253/16/3
Dear Sirs
Helideck Lighting – Further Interim Guidance on Standards
1 Introduction
Further to my letter ref 10A/253/16/3 of 17 November 2003, ICAO has now endorsed
the changes proposed to the helideck lighting standards contained in Annex 14 Vol.2.
UK CAA, recommends that the improvements to helideck lighting systems be
introduced in two stages and, in conjunction with other North Sea States, intends to
update CAP 437 in the near future adding a recommendation that duty holders
implement the first stage, Stage 1, as soon as practical.
The purpose of this letter is to update the interim guidance on offshore helideck
lighting standards in respect of Stage 1 pending update of CAP 437, and supersedes
the 17 November 2003 letter which should now be discarded. Section 2 describes the
background to the initiative, and Sections 3 and 4 cover the associated changes to
perimeter lighting and floodlighting respectively.
2 Background
Three main problems exist with current helideck lighting systems:
• the location of the helideck on the platform is often difficult to establish due to the
lack of conspicuity of the perimeter lights;
• helideck floodlighting systems frequently present a source of glare and loss of
pilots’ night vision on deck, and further reduce the conspicuity of helideck
perimeter lights during the approach;
• the performance of most helideck floodlighting systems do not meet the current
specification for light intensity and distribution and thus illumination of the central
landing area is inadequate, leading to the so-called ‘black hole’ effect.
CAA has consequently been researching improved lighting systems for offshore
helidecks for a number of years. Work started in earnest with a series of three
dedicated trials on the K14 platform in the southern North Sea. A conference paper
describing the trials was presented at the Royal Aeronautical Society in London in
March 2001. The full report on the trials has been published as CAA Paper 2004/01,
and is available from the publications section of the CAA website at www.caa.co.uk.
Since then, CAA has completed two dedicated trials at an onshore site just north of
Aberdeen (Longside airfield) and a further four dedicated trials at Norwich airport to
refine the system, test new ideas, and evaluate the effect of a landing net on the
August 2005 Appendix C Page 1

lighting. These trials are currently being written up and will be published in two
separate CAA papers later in 2004.
As a result of this work, a proposal to change the standards and recommended
practices in ICAO Annex 14 Vol.2 was made. This has been accepted and became
effective for all member states on 12 July 2004 with a compliance date of 01 January
2009. Pending the mandate of the Annex 14 Vol.2 changes, CAA will update CAP 437
by including the associated material as additional information and encouraging the
Industry to implement the new standards as soon as practical. CAA has agreed with
UK Industry that these changes may be progressed in two stages. The changes
proposed for CAP 437 will be implemented in these two stages as follows:
• Stage 1 comprises changing the colour of the perimeter lights from yellow to green
with a revision of the associated isocandela diagram, and the deletion of the
existing deck level floodlighting, ideally replacing it with the improved system
described in Section 4.2. (NB: Changes to the floodlighting should be conducted in
consultation with the helicopter operators.)
• Stage 2 comprises (as an alternative to fully compliant floodlighting) the provision
of a circle of yellow arrays of segmented point source lighting within the yellow
painted aiming circle and a lit (green) heliport identification ‘H’ marking in the
centre of the helideck aiming circle. Trials to date indicate that LED lighting is
effective for both elements, but ICAO compliant alternatives providing an
equivalent level of visual cueing will be acceptable.
For Stage 1, the changes are now finalised and equipment to meet the revised
specification is commercially available. It is therefore CAA’s intention, in conjunction
with other European States with offshore interests, to incorporate the Stage 1
changes as additional guidance material at the next update of CAP 437, scheduled for
Autumn 2004.
As regards Stage 2, further trials are being completed to finalise the detail of the
lighting and support the development of equipment suitable for installation on an
offshore helideck. The associated changes will be considered for a further update of
CAP 437 when this work has been completed.
In the longer term, the introduction of Stage 2 to offshore platforms is an issue that
is likely to be raised as a topic for the ‘new’ UKOOA/CAA/Helicopter Operator forum.
In particular, identifying a commercially available product and the priority of installing
it onto platforms.
3 Perimeter Lights
3.1 General
CAA recommends implementing the new perimeter light specification at the earliest
practical opportunity. This can most conveniently be accomplished on new decks or
on existing decks during refurbishment where new lights are to be installed.
Otherwise, some types of existing light can be modified (see Section 3.3) at
reasonable cost to provide a satisfactory interim solution (until 31 December 2008)
that represents a significant improvement over the current standard.
3.2 New Lights
Where new lights are to be purchased, it is recommended that these fully meet the
new specification in terms of both colour and intensity. It is CAA’s understanding that
a number of suppliers have suitable products available.
The colour of the light shall be green as defined in ICAO Annex 14 Vol.1 Appendix 1,
paragraph 2.1.1(c), i.e. the chromaticity shall be within the following boundaries:

Yellow boundary x = 0.36 - 0.08y

White boundary x = 0.65y
Blue boundary y = 0.39 - 0.171x
As regards intensity, the following change to Annex 14 Vol.2 has been adopted:
Elevation Intensity
20º-90º 3cd
13º-20º 8cd
10º-13º 15cd
5º-10º 30cd
*2º-5º 15cd

*Additional values may be required in the case of installations requiring identification
by means of the lights at an elevation of less than 2º.
NB: The note below the table was inserted at ICAO with offshore helidecks
specifically in mind; operational data from 270 night approaches to 50 different
installations in the North Sea has confirmed the need for the beam to extend down
to the horizontal.
CAA recognises that the form of presentation chosen by ICAO is designed to cover
TLOF lighting systems for both offshore and onshore environments where specific
operational requirements may differ. While fully accepting the ICAO standard in
general, with the benefit of extensive research in relation to offshore operations the
CAA recommends the enhanced specification for offshore helideck perimeter lights
defined in the table below:
Elevation Intensity
0º - 90º 60cd max*
>20º - 90º 3cd min
>10º - 20º 15cd min
0º -10º 30cd min

*NB: A study of helideck lighting performed for the Dutch CAA by TNO Human
Factors (report ref. TM-02-C003) has indicated that lighting intensities greater than
60cd can represent a source of glare. The value of 60cd has therefore been adopted
as a maximum value.
CAA recommends that any new perimeter lights designed for use offshore meet this
enhanced intensity specification which, in any case, is compatible with the ICAO
specification.
3.3 Existing Lights
Green filters are available for some existing perimeter lights at modest cost, and could
be installed with relatively little effort. While CAA wishes to encourage platform
operators to implement the colour change as soon as possible, the following issues
need to be considered:

• The colour of the filter must meet the chromaticity defined in ICAO Annex 14 Vol.1
Appendix 1, paragraph 2.1.1(c) - see Section 2.2 above.
• Replacing the existing yellow filter with a green filter will significantly reduce the
intensity of the light. Green filters should not be fitted unless a minimum of
10cd is emitted between 0º and 10º elevation for all angles of azimuth. Note
that not all types of existing perimeter light will be able to meet this requirement.
While this figure is less than the 30cd that will be required under the new
specification, it is nevertheless considered to represent a significant improvement
on the current standard given the increase in conspicuity conferred by the change
of colour and acceptable on an interim basis.
• As a consequence of the lower efficiency of green filters compared to yellow, the
temperature inside and on external surface of the light will increase. This may have
an adverse effect on lamp life and may invalidate the approval of the light for use
in hazardous areas.
• It should be noted that new EU hazardous area certification standards (ATEX 95)
for new equipment came into effect for new equipment on 01 July 2003. It is
CAA’s understanding that these standards are not being applied retrospectively
and may not be applicable for all classes of installation and vessel, however
changes to existing lights may invalidate their current hazardous area certification
necessitating re-approval to the new standards.
3.4 Floodlights
4 General
4.1 While the continued use of deck level floodlights is allowed under the new ICAO
Annex 14 Vol.2 Phase 2 material, the current standard is difficult to meet and there is
presently no practical means available of ensuring initial or continued compliance. It
is considered that, by reducing the conspicuity of the pattern formed by the perimeter
lights and in potentially presenting a significant source of glare, deck level
floodlighting is often counter productive.
Under the newly adopted ICAO Annex 14 Vol.2 material, a lit touchdown marking and/
or heliport identification marking may in future be used in lieu of floodlighting (Stage
2). Currently, CAA does not believe that any products are readily available that are
suitable for use in the offshore environment. As an interim measure and where
practical therefore, CAA recommends replacing the existing deck level floodlighting
with a combination of high-mounted floodlights located within the Limited Obstacle
Sector (LOS) and deck level floodlights on the opposite edge of the deck to the LOS.
If the existing deck level floodlights are suitable for re-use as high-mounted (or LOS)
floodlights, the cost of this modification is expected to be modest.
4.2 Improved Floodlighting System
The main constraining factor in floodlighting helidecks is the 25cm height limit within
the 210º Obstacle Free Sector (OFS). With reference to Chapter 3, Figure 1 in CAP
437, however, obstacles up to a height of 0.05D are permitted at the edge of the
helideck within the 150º Limited Obstacle Sector (LOS). Trials conducted by CAA
have demonstrated that useful light can be provided by using a minimum of two
ORGA SHLF218 halogen units mounted at a height of 0.05D within the LOS, angled
downwards by approximately 5º and fitted with louvres to prevent glare, together
with two Tranberg TEF 9964 xenon floodlights mounted at deck level opposite the
LOS.
NB: The lighting products employed for CAA’s trials are stated above in order to
provide an indication of suitable beam characteristics. Alternative products with

similar beam characteristics are equally acceptable. No product endorsement is either

made or intended.
While not fully compliant with the ICAO Annex 14 Vol.2 standard, this system offers
the following advantages:
• with properly designed and fitted louvres on the high-mounted halogen floodlights
virtually all helideck floodlight glare is eliminated;
• the conspicuity of the pattern formed by the perimeter lights is unaffected by the
floodlights, the only exception being a slight degradation in the unusual event of
an approach from behind the LOS, i.e. facing the deck level xenon floodlights;
• the LOS floodlights identify the location of the origin of the 210º OFS, and provide
the pilot with a heading reference.
This arrangement also provides general lighting for deck handling operations.
As stated above, correct louvre design for the high-mounted floodlights is essential
to avoid glare and to minimise the attenuation of the main beam of the floodlights.
CAA has included guidance material for the design of louvres for this application as an
appendix to the Longside trials report (shortly to be published as a CAA paper). In the
meantime, key louvre design parameters to note are:
• maximum intensity at and above minimum pilot eye height is 60cd (see Section
3.2 above);
• minimum pilot eye height (Sikorsky S76 on-deck) is 1.6m for which the design
reference point is to be taken as the centre of the helideck aiming circle.
Lighting equipment manufacturers may contact CAA directly for further information
on louvre design pending publication of the Longside trials report.
In summary, pending availability of suitable hardware to implement Stage 2 of the
helideck lighting improvement programme (lit yellow aiming circle and lit green ‘H’),
CAA recommends replacing existing deck level floodlighting systems with a
combination of a minimum of two high mounted halogen floodlights supplemented
with two xenon floodlights mounted around the helideck perimeter at deck level
opposite the LOS high mounted units.
NB1: High intensity xenon floodlights are not recommended for high-mounting within
the LOS. The 5º angle of depression will result in reflections from the deck surface
(when wet) into the approach path and unacceptable glare in certain approach
directions.
NB2: Halogen floodlight units are not recommended for deck level use. Their intensity
is unlikely to provide sufficient illumination of the deck surface and the relative lack of
close vertical beam control could result in glare in the event of misalignment unless
fitted with suitable louvers (which would further reduce the output of the light).
4.3 Caveats
For helidecks located on platforms with a sufficiently high level of illumination from
cultural lighting, the need for an improved floodlighting system may be reviewed with
the helicopter operator(s), i.e. in such circumstances it may be sufficient to just delete
or disable the existing deck level floodlighting. This concession assumes that the level
of illumination from cultural lighting is also sufficiently high to facilitate deck
operations such as movement of passengers and refuelling (where applicable). It is a
condition that prior to the removal of floodlights, extended trials of the ‘no-floodlight’
configuration be conducted and their subsequent removal will be subject to

satisfactory reports from crews to indicate the acceptability of operating to the

helideck with the re-configured lighting.
For helidecks that are currently obstacle free and/or for minimum sized
helidecks (e.g. NUIs), it may not be desirable or practical to fit high-mounted
floodlights within the LOS, i.e. to create an obstacle where there is presently
none. In the absence of sufficient cultural lighting, CAA recommends that installation
owners consider a deck level floodlighting system consisting of not less than 4 deck
level xenon floodlights equally spaced around the perimeter of the helideck. In
considering this solution, installation owners must ensure that the deck level xenon
units do not adversely effect the pilots’ judgment by ensuring that they do not present
a source of glare or loss of pilots’ night vision on the helideck, and do not affect the
ability of the pilots to determine the actual location of the helideck on the installation.
It is therefore essential that all lights are maintained in correct alignment. It is also
desirable to position the lights such that no light is pointing directly away from the
prevailing wind. Floodlights located on the upwind (for the prevailing wind direction)
side of the deck should ideally be mounted so that the centreline of the floodlight
beam is at an angle of 45º 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. An example of an acceptable floodlighting
arrangement is shown at Figure 1.
For NUIs previously fitted with deck mounted halogen systems but now fitted either
with the improved floodlighting system recommended in Section 4.2 or the 4 deck
level xenon units as described above, it would be desirable to redeploy surplus
halogen units to improve illumination of the platform structure below deck level. This
will assist to alleviate the ‘floating in space’ effect often encountered with operations
to NUIs which have no other significant sources of cultural lighting.
For helidecks on mobile installations where deletion of the deck level floodlighting is
appropriate, it may be desirable to disable the existing floodlighting rather than
remove it. Adoption of this solution would facilitate the re-instatement of the deck
level floodlighting should the installation move out of the UKCS into a region where
strict adherence to the letter of the ICAO requirements for floodlighting is necessary.
Yours faithfully
Kevin P Payne

NAME
9.3t
22
22
22
Figure 1

Appendix D Procedure For Authorising Offshore

Helidecks (July 2003)

Ref 10A/253/5
16 July 2003
Dear Sirs
PROCEDURE FOR AUTHORISING OFFSHORE HELIDECKS
This letter restates the legal requirements and related Industry procedure for the authorisation
of helidecks on installations and vessels for worldwide use by public transport helicopters
registered in the United Kingdom.
Article 34 of the Air Navigation Order (ANO) 2000 requires a public transport operator to
reasonably satisfy himself that any place he intends to take-off or land is suitable for purpose.
A United Kingdom registered helicopter, therefore, shall not operate to an offshore helideck
unless the operator has satisfied itself that the helideck is suitable for purpose and it is properly
described in the helicopter operator’s Operations Manual
CAP 437 gives guidance on the arrangements that the CAA will expect an operator to have to
discharge this responsibility under article 34. The BHAB procedure for the authorisation of
helidecks is designed to enable helicopter operators to ensure that offshore helidecks to which
their helicopters fly are suitable for purpose, thus permitting them to discharge that
responsibility.
Article 6 of the Air Navigation Order 2000 provides that to hold an air operator’s certificate an
operator must satisfy the CAA that amongst other things its equipment, organisation and other
arrangements are such that it is able to secure the safe operation of aircraft.
When looking at a particular operator, the CAA will therefore have regard to its ‘other
arrangements’. These arrangements include the manner in which the operator discharges its
duty under article 34.
The CAA, in discharging its duty for the grant of an Air Operators Certificate (AOC), will audit
the helicopter operators’ application of the process on which the operator relies. As part of
such an audit, the CAA will review BHAB Helidecks procedures and processes and may
accompany an operator when the operator undertakes an audit of BHAB Helidecks procedures
or inspects a helideck.
The legal responsibility for acceptance of the safety of landing sites rest with the helicopter
operator.
Yours faithfully
Captain B G Hodge
Head of Flight Operations Inspectorate (Helicopters)
August 2005 Appendix D Page 1

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Safety Regulation Group

Offshore Helicopter Landing Areas - Guidance

Offshore Helicopter Landing Areas - Guidance

© Civil Aviation Authority 2005

ISBN 0 11790 439 2

First edition September 1981

Enquiries regarding the content of this publication should be addressed to:

Printed copy available from:

List of Effective Pages

Chapter Page Date Chapter Page Date

iii August 2005 Chapter 5 2 August 2005

August 2005 Page iii

Chapter Page Date Chapter Page Date

Appendix C 5 August 2005

August 2005 Page iv

List of Effective Pages

Glossary of Terms and Abbreviations

History of Development of Criteria for Offshore Helicopter Landing

Chapter 2 Helicopter Performance Considerations

Chapter 3 Helicopter Landing Areas – Physical Characteristics

August 2005 Page v

Chapter 4 Visual Aids

Chapter 5 Helideck Rescue and Fire Fighting Facilities

Chapter 6 Helicopter Landing Areas – Miscellaneous

Landing Area Height above Water Level 1

Chapter 7 Helicopter Fuelling Facilities

August 2005 Page vi

Chapter 8 Refuelling Procedures

Chapter 9 Helicopter Landing Areas on Vessels

Vessels Supporting Offshore Mineral Workings and Specific

Chapter 10 Tandem Rotor Helicopter Helidecks

August 2005 Page vii

Appendix C Interim Guidance issued by CAA in July 2004

Appendix D Procedure For Authorising Offshore Helidecks (July

August 2005 Page viii

1 This publication has become an accepted world-wide source of reference. The

August 2005 Foreword Page 1

August 2005 Foreword Page 2

August 2005 Foreword Page 3

Glossary of Terms and Abbreviations

Aiming Circle Described in other publications as ‘landing circle’ or ‘touch down

August 2005 Glossary Page 1

NAI Normally Attended Installation.

August 2005 Glossary Page 2

1 History of Development of Criteria for Offshore Helicopter Landing Areas,

2 Department of Energy and the Health and Safety Executive Guidance on

August 2005 Chapter 1 Page 1

1. The Offshore Installations (Safety Regulation 2(1) defines a major accident

2. The Offshore Installations (Prevention Regulation 6(1)(c) requires a sufficient

August 2005 Chapter 1 Page 2

3. The Offshore Installations and Pipeline Regulation 8 requires people to co-operate

August 2005 Chapter 1 Page 3

4. The Offshore Installations and Wells Regulation 11 – Helicopter Landing Area

3 Applicability of Standards in Other Cases

4 Review of CAP 437

Between 1992 and 1995 a programme of offshore installation helideck inspections

August 2005 Chapter 1 Page 4

August 2005 Chapter 1 Page 5

Chapter 2 Helicopter Performance Considerations

3 Factors Affecting Performance Capability