HelicopterGuide PDF

GUIDELINES FOR
MANAGEMENT OF OFFSHORE
HELICOPTER OPERATIONS
February 2000
Australian Petroleum Production & Exploration Association Limited

Level 3, 24 Marcus Clarke Street GPO Box 2201
CANBERRA ACT 2600 CANBERRA ACT 2601
Telephone: +61 2 6247 0960 Facsimile: +61 2 6247 0548
INTERNET: http://www.appea.com.au Email: appea@appea.com.au
ACN 000 292 713 ISBN 0 908277 26 1

APPEA Guidelines for Management of Offshore Helicopter Operations
IMPORTANT LEGAL NOTICE
The APPEA Guidelines are intended to provide general guidance as to those operating
practices which are considered to represent good industry practices in the petroleum
industry.
However, APPEA does not accept any responsibility or liability for any persons
use of or reliance on the Guidelines, or for any consequences of such use or
reliance.
The Guidelines have been developed solely from input provided by members of
APPEA. The Guidelines have not been reviewed or approved by Government bodies
or regulators, and do not have legal force or effect. Therefore, compliance with the
Guidelines will not necessarily mean compliance with legal obligations. Each person
accessing the Guidelines must acquaint itself with its own legal obligations, and must,
on a case-by-case basis, form its own judgement as to the conduct required in order to
satisfy those legal obligations. The conduct required will depend on the individual
circumstances. It cannot be assumed that compliance with the Guidelines will in any
way be sufficient.
Legal obligations and standards change over time. While APPEA intends to review
and update the Guidelines from time to time, APPEAs capacity to do so is limited.
Accordingly, APPEA does not represent that the Guidelines are up-to-date.
PREFACE
The Australian Petroleum Production & Exploration Association Limited (APPEA)

has issued these Guidelines, on behalf of its member companies, to facilitate
consistency in the safe conduct of operations in the offshore petroleum industry.
The Petroleum (Submerged Lands) Act 1967 [P(SL)A] is the principal legislation
controlling offshore oil and gas exploration and production in Australia. The P(SL)A
is supported by a series of objective-based regulations and directions that stipulate the
standards required to be achieved by the operator. The Petroleum (Submerged Lands)
(Management of Safety on Offshore Facilities) Regulations 1996 requires operators to
submit a Safety Case.
The Safety Case is a detailed document that outlines the types of safety studies
undertaken and the results obtained, and the management arrangements to ensure the
continued safety of an offshore facility and persons on it. It should demonstrate that
the operator knows what technical and human activities occur, how they are to be
managed and how safety will be assured throughout the operating life of the facility.
It must also identify the methods used for monitoring and reviewing all activities on
the facility.
The Commonwealth Government Department of Industry, Science and Resources

(DISR) document - Guidelines for the Preparation and Submission of Safety Cases
presents examples of the elements that would be expected to appear in a Safety Case
submitted to the Designated Authority within a given jurisdiction in Australian
waters.
The three main sections are:
Facility Description (FD);
Safety Management System (SMS); and
Formal Safety Assessment (FSA).
These Guidelines are intended to assist those persons having responsibilities in the
offshore industry for implementing offshore installation operations.
APPEA, as the collective representation of the upstream petroleum industry in

Australia, has issued these Guidelines to address the requirements of a Safety Case
and as a means to achieving a standardised approach to the development of consistent
and good practices in the conduct of offshore operations. These Guidelines are not,
nor should they be implied as being, prescriptive.
The document does provide the guidance necessary to ensure that offshore operations
are conducted in accordance with safe practices that could be considered to be at an
equivalent level as good industry practice.
ACKNOWLEDGEMENTS
The assistance of the Oil Industry International Exploration and Production Forum, in
allowing reproduction of components of their Aviation Management Guide to ensure
consistency in such Guidelines, is gratefully acknowledged.
CONTENTS
1 ..... INTRODUCTION......................................................................................................................1
1.1 PURPOSE AND SCOPE .................................................................................................................1
1.2 RELATIONSHIP WITH REGULATIONS/LEGISLATION ....................................................................1
2 ..... HELICOPTER OPERATIONS................................................................................................4
2.1 LIMITATIONS OF THE HELICOPTER .............................................................................................4
2.2 TWIN ENGINE HELICOPTER PERFORMANCE CONSIDERATIONS ..................................................4
2.3 USE OF TWIN OR SINGLE ENGINE HELICOPTERS .......................................................................5
2.4 VISUAL / INSTRUMENT FLIGHT RULES (VFR/IFR)....................................................................6
2.5 EQUIPMENT FITTED IN AIRCRAFT ..............................................................................................6
2.6 CREWING ...................................................................................................................................7
2.6.1Minimum Pilot Levels.......................................................................................................7
2.6.2Flight and Duty Time Limitations ..................................................................................11
2.6.3Single Pilot Operation....................................................................................................11
2.6.4Pilots Flying More Than One Aircraft Type ..................................................................12
2.6.5Crew Resource Management Training (CRM) ..............................................................12
2.6.6Specialised Role Training ..............................................................................................12
2.7 MOTION LIMITS FOR LANDING ON MOVING DECKS................................................................13
2.8 COMMUNICATIONS AND FLIGHT FOLLOWING ..........................................................................15
2.9 OFFSHORE ALTERNATES..........................................................................................................15
3 ..... MANAGING PASSENGER TRANSPORTATION BY HELICOPTER...........................16
3.1 PASSENGER HANDLING FACILITIES .........................................................................................16
3.2 SAFETY BRIEFING ....................................................................................................................16
3.3 HELICOPTER UNDERWATER ESCAPE TRAINING (HUET).........................................................18
3.4 EMBARKING / DISEMBARKING PROCEDURES ...........................................................................18
3.5 RESTRICTED ARTICLES ............................................................................................................19
3.6 PASSENGER BAGGAGE .............................................................................................................19
3.7 FLIGHT MANIFESTS .................................................................................................................20
3.8 AUTHORITY OF CREW ..............................................................................................................20
3.9 DRESS ......................................................................................................................................20
3.10 CARRIAGE OF FREIGHT WITH PASSENGERS .............................................................................21
3.11 USE OF CO-PILOT SEAT FOR A PASSENGER .............................................................................21
3.12 SAFETY UNDER THE ROTOR DISC ON OFFSHORE HELIDECKS..................................................21
3.13 CARRIAGE OF FREIGHT............................................................................................................22
3.14 CARRIAGE OF DANGEROUS GOODS AND RESTRICTED ARTICLES BY AIR ................................24
4 ..... HELICOPTER SPECIALISED ROLE SUPPORT .............................................................26
4.1 EXTERNAL LOAD OPERATIONS ................................................................................................26
4.1.1General...........................................................................................................................26
4.1.2Training..........................................................................................................................26
4.1.3Lifting Equipment ...........................................................................................................27
4.2 HELICOPTER WINCH OPERATIONS ...........................................................................................27
4.2.1Winch Requirement ........................................................................................................27
4.2.2Training..........................................................................................................................28
4.2.3Winch Equipment ...........................................................................................................28
4.3 NIGHT OPERATIONS.................................................................................................................28
5 ..... OFFSHORE FACILITIES......................................................................................................29

5.1 HELIDECKS ..............................................................................................................................29
5.1.1Maintenance and Inspection ..........................................................................................30
5.1.2Take-Off Considerations ................................................................................................30
5.2 SHUTDOWNS AWAY FROM BASE (TWO HELICOPTERS ON ONE HELIDECK).............................30
5.2.1Platforms Not Normally Manned ...................................................................................31
5.3 OFFSHORE REFUELLING...........................................................................................................31
5.3.1Responsibilities...............................................................................................................31
5.3.2Refuelling Systems..........................................................................................................32
5.3.3Record Keeping ..............................................................................................................32
5.3.4Fuel Operations Procedures ..........................................................................................32
5.3.5Personal Protection........................................................................................................33
5.3.6Control of Passengers During Refuelling ......................................................................33
5.3.7Rotors Running Refuelling .............................................................................................34
5.4 FIRE FIGHTING AND CRASH RESCUE RESOURCES ....................................................................34
5.4.1Considerations ...............................................................................................................34
5.4.2Onshore Heliports ..........................................................................................................35
5.4.3Manned Offshore Helidecks ...........................................................................................36
5.4.4Unmanned Offshore Helidecks.......................................................................................36
5.4.5Crash Site Hazards.........................................................................................................37
5.5 EMERGENCY GAS RELEASE ON OFFSHORE PLATFORMS ..........................................................37
5.6 HELICOPTER OPERATIONS DURING PRODUCTION TESTING .....................................................38
5.7 CRANES ...................................................................................................................................38
6 ..... SUPPORT FOR HELICOPTER OPERATIONS.................................................................39
6.1 ONSHORE BASE FACILITIES .....................................................................................................39
6.1.1Layout.............................................................................................................................39
6.1.2Maintenance Support .....................................................................................................40
6.1.3Fuel.................................................................................................................................41
6.1.4Aviation Chemical Products...........................................................................................41
6.1.5Noise...............................................................................................................................41
6.2 TRAINING OF SUPPORT PERSONNEL .........................................................................................41
7 ..... EMERGENCY RESPONSE ...................................................................................................43
7.1 GENERAL .................................................................................................................................43
7.2 HELICOPTER EMERGENCIES .....................................................................................................43
7.3 HELICOPTER MISSING OR OVERDUE .......................................................................................43
7.4 INVOLVEMENT OF HELICOPTERS IN EMERGENCY RESPONSE ...................................................45
7.5 EMERGENCY FLIGHTS ..............................................................................................................45
7.6 TRAINING OF EMERGENCY RESPONSE PERSONNEL ..................................................................45
8 ..... AIRCRAFT ACCIDENTS AND INCIDENTS .....................................................................46
8.1 AIRCRAFT ACCIDENT...............................................................................................................46
8.2 AIRCRAFT INCIDENT ................................................................................................................46
8.3 REPORTING TO AUTHORITIES ..................................................................................................46
8.4 ACCIDENT INVESTIGATION ......................................................................................................47
APPENDIX A ...................................................................................................................................49
HELIDECK DIMENSIONS AND MARKINGS ..........................................................................49
APPENDIX B....................................................................................................................................65
SAMPLE HELIDECK INSPECTION CHECKLIST....................................................................65

APPENDIX C ...................................................................................................................................71
SAMPLE FLIGHT MANIFEST ....................................................................................................71
APPENDIX D ...................................................................................................................................73
GLOSSARY...................................................................................................................................73
OFFSHORE HELICOPTER OPERATIONS
1 INTRODUCTION
1.1 Purpose and Scope
Offshore helicopter operations in support of the oil and gas industry cover services
such as mass passenger transportation, infield air taxi work, specialised cargo roles
and emergency response.
Most of these are carried out at relatively low altitude, over water and frequently in
remote areas and in less than ideal weather conditions. For the most part, they involve
individual passengers in a significantly larger number of flights than is usual for
members of the public, with the need to land and take off from small platforms at sea.
Although the aviation industry is highly regulated, helicopter operations have a high
potential risk of injury to personnel unless carried out to high standards of
performance.
This document provides the offshore petroleum industry in Australia with guidance on
the safe use of helicopters to support operations at offshore installations. It is
intended to assist those persons having responsibilities in the offshore industry for the
planning and implementation of helicopter operations, and to achieve the adoption of
consistent standards for the safety of personnel transported by helicopters.
1.2 Relationship with Regulations/Legislation
This document is one of the upstream petroleum industry guidelines. Its relationship
with Acts and regulations is depicted in Figures 1.1 and 1.2.
The principal components are:
The Petroleum (Submerged Lands) Act, which empowers the Minister to regulate.
Regulations, which set mandatory objectives for industry to achieve.
DPIE Guidelines, which set out the administrative procedures for the regime and
provide practical ways of meeting goals set by the regulations.
(a) Upstream industry guidelines, which provide consistency across the Australian
upstream petroleum industry and assist companies setting out their own
standards.
(b) General guidelines, Codes, and Standards such as Australian Standards, API
Standards, etc, which provide useful references for companies setting their
own standards
(c) Industry approved competency standards.
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Company standards, which should provide the demonstration of managing risks to

ALARP.
Figure 1.1 Relationship Between the Contents of this Document, Safety Case
Guidelines Current Legislation and Operator Safety Documents.
Guidelines for Offshore Helicopter Operations
APPEA
DISR Guidelines
CASA/BASI
Safety Case Offshore
Regulations
Guidelines Helicopter
Operations
Facility Description P(SL)A

Schedule of
Requirements
Safety Management
System The P(SL)A contains
P(SL) (Management of Safety on Offshore Facilities) Regulations
specific requirements for

pertroleum operations
Leadership and
Commitment
Helicopter Operations
Planning
Managing Passenger
Transportation
Implementation
Helicopter Specialised
Role Support Facility
Hazard Register
Monitoring and Evaluation
Offshore Facilities The hazards for each facility
are described in the Hazard
Register as determined from
use of hazard identification
Audit and Review processes.
Support for Helicopter
Operations
Formal Safety Emergency Response

Major Accident
Assessment
Events
Hazard identification
Risk assessment studies Aircraft Accidents and
Control measures Incidents With the Hazard Register,
Major Accident Events for
each facility form the basis
of risk assessment. MAEs
General Safety are established from hazard
Inform
Guidelines identification and QRA

processes.
Temporary Refuge
Fire Risk Analysis
Evacuation, escape,
BASI Industry
rescue
Incidents
Emergency safety training
Adequacy of escape
routes
CASA
ESD Systems (dangerous goods incidents only) Results of investigations into
accidents or incidents can
be used to improve
Fire protection systems operations
Work permit systems
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Figure 1.2: General Relationship Between this Document (Upstream Industry

Guidelines) and the Acts and Regulations in Australia
P(SL)A
P(SL)A
Management of
Safety Regulations
DISR Guidelines for

Preparation and Submission
of Safety Cases.
Upstream General Guidelines

Industry Codes of Practice
Guidelines and Standards
Company
Standards
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2 HELICOPTER OPERATIONS
2.1 Limitations of the Helicopter
Contrary to general belief, a helicopter cannot climb vertically and carry out hovering
manoeuvres under all conditions. The performance of a particular helicopter while
taking off, hovering and landing is adversely affected by:
increasing the weight or payload;
increasing the altitude and the temperature;
decreasing the wind speed.
The ability of a helicopter to climb vertically, hover at various heights and to

manoeuvre while doing so is dependent upon the amount of excess power which is
available under the prevailing air density, air temperature, gross weight conditions and
orientation in relation to the prevailing wind. The greater the power available in
excess of that required to hover at approximately the ground cushion, the greater the
flexibility the pilot will have in choosing a flight path.
However, if the helicopter is not carrying the maximum load possible, it is not
perceived to be operating at its most cost effective. Under conditions of maximum
load, it would be unusual for the pilot to have that high flexibility and very strictly
defined procedures or flight paths must be followed. The pilot will not have the
ability to climb vertically to a high hover; may not have the ability to take off in the
safest direction, as he has to take off into wind; and when landing, may not be able to
follow the safest route, because he has to land into the wind. To maximise the
payload and cost effectiveness, but still conduct flights safely, the pilot must choose
the appropriate operational profile consistent with both the limitations in the Aircraft
Flight Manual, and the application of sound airmanship decisions.
This, at times, will mean it is necessary to reduce the payload to ensure that the safety
of the helicopter and its occupants is assured during these critical stages of flight.
2.2 Twin Engine Helicopter Performance Considerations
Twin engine helicopters spend a few seconds, during the early stages of a take-off,
and the late stages of an approach to landing, when they will be unable to continue
flight in the event of failure of one engine. Thus, on every take-off there is a need to
rapidly achieve full single engine flying capability, and on every landing the final
speed reduction is delayed for as long as possible, to maintain single engine flying
capability.
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To enable safe operation at such critical periods in the flight, helicopter operators
have access to aircraft performance data to enable the operator to comply with the
principal performance requirement that, in the event of a power unit failure, the safety
of the aircraft and its occupants remains assured in the ambient conditions.
This means, in general terms, that following an engine failure the aircraft can either
re-land at the take-off point, continue with landing at the intended landing point, or fly
to a place where a safe landing can be made.
It is a responsibility of the installation and the helicopter operator to ensure that

helicopters are operated in a way which minimises exposure of the aircraft and its
occupants during the short critical period following a power unit failure during the
initial stage of take-off, or final stage of landing.
Due to the much greater reliability of turbine engines, and the increased power
availability, only turbine powered helicopters should be used for offshore support
operations.
2.3 Use of Twin Or Single Engine Helicopters
The Civil Aviation Safety Authority regulates the operational parameters and flight
rules applicable to the use of single engine helicopters offshore and aircraft operators
must comply with Civil Aviation Orders in this regard.
Only twin engine helicopters shall be used for offshore operations beyond 50 nautical
miles from land. In addition, it is APPEAs view that in all situations where the risk
from hypothermia in the event of a ditching is assessed in the FSA process as high, or
when search and rescue resources are limited, twin engine helicopters only should be
used.
The safety issues relating to use of single engine helicopters when operating over
open water beyond auto-rotational distance from land should be addressed in the FSA
process of the installations Safety Case. The following minimum criteria should
apply to the use of single engine helicopters in offshore operations:
The helicopter is fitted with flotation devices;
Daytime VFR operations and the helicopter shall be on the helideck offshore and
shut down for the night or on the beach 10 minutes prior to last light. However,
single engine helicopters may be operated at night with the approval of CASA
providing the distance offshore is less than 10nm and the helicopter is operated in
accordance with CAO 95.7.3;
Inflatable life jacket worn by each person on board;
Each helicopter is fitted with a life raft, with sufficient space for all passengers,
secured to the helicopter by a lanyard;
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Acceptable Search and Rescue Services available with the minimum standard
being the CASA standard as defined in the Aeronautical Information Publication
(AIP);;
Helicopter operations are conducted with constant radio watch;;
Helicopter characteristics must be such as to provide safe emergency landings,

egress, raft launch and capsize surviveability;
Water temperatures are above 16C;
The environment is determined to be non-harsh or non-hostile.
When deciding whether to operate single engine helicopters, consideration should also
be given to any requirement for 24 hour emergency response capability which single
engine helicopters are not able to provide.
2.4 Visual / Instrument Flight Rules (VFR/IFR)
Helicopter operations in support of offshore activities will require IFR capability or

for CASA approved operations within 10nm of the shore for single engine helicopters
night VFR. The higher standards of aircrew training and higher aircraft equipment
standards that attend this capability provide increased safety margins. The IFR
capability is especially important in Instrument Meteorological Conditions (IMC), at
night and in marginal conditions when the horizon is indistinct and sea surface lacks
texture, a common cause of fatal accidents offshore.
Helicopter support for inshore operations may be carried out with VFR capability
provided this has been approved through the FSA process of the Safety Case. The
FSA should consider the environment in which helicopter operations are to be
conducted including likely sea states, water temperature and weather conditions, the
enroute and destination navigation aids available, the proximity to shore and the
availability of Search and Rescue capability. VFR aircraft operate on a 'see and be
seen' basis in weather conditions defined in the Civil Aviation Orders, and the
applicable limits must be observed if safe flying operations are to be assured.
Where VFR are adopted, helicopter flight crews should not be placed under any
pressure to continue operations under VFR in conditions that do not technically allow
them; this is extremely dangerous and a common cause of fatal accidents in the
industry.
2.5 Equipment Fitted In Aircraft
Aviation regulations require certain safety equipment to be carried in passenger

carrying aircraft. Irrespective of the regulatory requirement, it is recommended that
helicopters used in offshore operations be equipped with:
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flotation gear (or fixed floats);
life rafts, each having capacity to carry the entire number of crew and passengers
when in an overload state;
life jackets for all crew and passengers;
emergency locater transmitter meeting TSO C-91A or TSO 126 (preferably with
at least one capable of deploying automatically);
underwater sonar location device;
first aid kit;
survival pack suitable for the operating environment;
emergency exit illumination system.
Helicopters with approved seating for more than 9 passengers and crew should carry
two rafts as a minimum, each capable of 50% overload so that in the overload
condition one raft will contain all helicopter occupants. Externally jettisonable,
double-sided reversible life rafts are recommended.
Life jackets approved for aircraft use should be worn by passengers and crew for all
offshore helicopter flights.
Crew life jackets should be fitted with Search and Rescue Beacon Equipment
(SARBE) transmitting on the appropriate international and/or national aeronautical
distress frequencies in areas where suitable air and/or seaborne homing equipment is
available to Search and Rescue Services.
The need for passengers to wear an approved immersion suit, thermal undergarments
in addition to the approved life jacket should be addressed in the FSA, having
consideration to water temperatures in the operating area and the Search and Rescue
response time and resources available.
2.6 Crewing
2.6.1 Minimum Pilot Levels
The recommended number of pilots for routine helicopter operations offshore is

shown in Table 2.1, and takes into account aircraft equipment, cockpit workload and
in-flight conditions, and the minimum qualification and levels of experience is
presented in Table 2.2. Where regulatory requirements are more stringent then these
must be followed.
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Table 2.1 - Pilot levels
VFR IFR and Night

Single Engine 1 Not permitted except as provided
in paragraph 2.3 point 2
Multi Engine <5,700 kgs 2* 2
Multi Engine >5,700 kgs 2 2
*Exceptionally, one pilot may be utilised provided the aircraft is certificated for single
pilot operations and there is a specific operational need that falls within the FSA, as
may be the case with heavy payloads and stretchers.
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Table 2.2 - Recommended Aircrew Experience Requirement
PILOT QUALIFICATIONS MULTI-ENGINE OVER MULTI-ENGINE UNDER SINGLE ENGINE UNDER

5,700 kg MAUW (1) 5,700 kg MAUW 5,700 kg MAUW
LICENCES. ATPL(H) ATPL(H) CPL(H)
TYPE RATING ON CONTRACT AIRCRAFT. CURRENT CURRENT CURRENT
INSTRUMENT RATING ON CONTRACT AIRCRAFT (2). CURRENT CURRENT CURRENT (3)
EXPERIENCE Not less than
TOTAL HOURS. 3,000 2,000 1,500
TOTAL HOURS IN COMMAND (4). 1,500 1,000 1,000
TOTAL HOURS IN COMMAND OF GAS TURBINE OR JET AIRCRAFT. (4) 1,200 500
TOTAL HOURS IN COMMAND ON CONTRACT TYPE. 100 100 100
CO-PILOT QUALIFICATIONS
LICENCES. CPL(H) CPL(H)) CPL(H) (5)
INSTRUMENT RATING ON CONTRACT AIRCRAFT (2) CURRENT CURRENT CURRENT (3)
TYPE RATING ON CONTRACT AIRCRAFT. CURRENT CURRENT CURRENT
EXPERIENCE Not less than
TOTAL HOURS. 1,000 500 500
TOTAL HOURS ON GAS TURBINE (4) 500 400
TOTAL HOURS IN COMMAND. (4) 100 100 100
TOTAL HOURS ON CONTRACT TYPE. (4) 50 50 50
Notes 1. Maximum All Up Weight

2. Instrument ratings are required to be tested at periods not exceeding 13 months. [Instrument base checks should be at 6 monthly intervals].
3. Requirement for Instrument Rating depends on role or task. However, in all cases, proven and current instrument competence is required.
4. These hours to be fully on helicopters. Up to 10% may be achieved in a flight simulator approved for the purpose by the regulatory authority.
5. It is unlikely that a co-pilot will be required.
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Table 2.2 (Continued)
RELEVANT ROLE EXPERIENCE
Offshore Role Experience - Total time for operating to fixed and moving platforms - 500 hours above 5,700 kg, 300 hours below 5,700 kg.
Winching - A formal and recorded training scheme must have been undertaken plus a minimum of 50 hours of winching operations and be qualified under offshore operations as above.
Offshore Spraying/Pollution Control - Prior offshore experience.
For all of the above role requirements recent experience is considered essential and pilots who have not operated under any of the relevant categories for periods in excess of one year will
require refresher training [more frequent in the case of winching].
In those cases where a co-pilot has no opportunity to accumulate 50 hours on the contract type, then an allowable variation is for the co-pilot to have Hours
flown 18/20 hours on the contract type as follows:
Total hours on contract type that must include the following minimum number of hours in each section. 20
Type conversion VMC. 7
Initial type test, day Base Check, night BC. 2
Instrument flying training. 2
Instrument rating test and IR Base Check. 2
Rig approaches (5 Day and 5 Night) 2
Simulator/procedural trainer if available. 6
At least 15 hours which must also include a minimum of 30 sectors with maximum exposure to all the current routes to be flown, as third pilot in the jump 15
seat or equivalent passenger seat, observing the operating procedures, paperwork in the cockpit and duties of a First Officer.
Must be followed by further experience which may be gained during contract revenue flights:
On completion are to fly on line a further 30 hours with type Training Captains only.
A final P2 line check on achieving 50 hours on type before able to be rostered to fly with other type qualified Line Captains.
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2.6.2 Flight and Duty Time Limitations
It is essential that crew members are adequately rested at the beginning of each flying duty
period so that they can satisfactorily carry out their duties.
In Australia, these limits are specified in Civil Aviation Order 48. Where concessions have
been granted by CASA to the aircraft operator against CAO 48, APPEA member companies
are advised to seek professional advice regarding the appropriateness of any substitute limits
for their operations. In making this assessment, particular attention should be paid to Search
and Rescue crewing and crew stand-by arrangements.
Operating companies and helicopter operators should recognise the relationship between the
frequency and pattern of scheduled flying duty periods, rest periods and time off, and give
due consideration to the cumulative fatigue effects of working long hours interspersed with
minimum rest.
Helicopter operators should be required to demonstrate that they have a system for control of
maximum flight time and duty periods, on call periods and minimum rest periods. This
should be detailed in the helicopter operators operations manual.
2.6.3 Single Pilot Operation
Subject to the requirements of 2.6.1, single pilot flights offshore are permitted:
in VFR conditions; and
in a non-hostile environment as determined by the FSA; and
when operations are within 50 miles of shore; and
when navigation facilities are reliable; and
when the aircraft is certificated for single pilot operations; and
when Search and Rescue arrangements meet objective criteria detailed in the FSA.
It is recommended that offshore helicopter operations conducted at night or under IFR use
two pilots.
During normal single pilot operation, it is vital that the controls of a helicopter are never left
unattended with engines running, or rotors turning. The practice of the pilot vacating the
helicopter before rotors have run down should be prohibited.
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2.6.4 Pilots Flying More Than One Aircraft Type
Flying several types of helicopters on a day-to-day basis increases the danger of incorrect
responses by the crew in the case of emergency, and the likelihood of handling errors or
errors of omission.
It is recommended that only in exceptional circumstances should more than 2 types be flown
on a day-to-day basis.
It is preferable that a single type be flown, or that aircrew are scheduled in blocks of days on
a particular type. Recency flying and type training must be closely monitored both by
individual pilots and a nominated member of the flying, training or operations staff of the
helicopter operator.
Helicopter operators should be required to have a written policy addressing this practice and
how it is controlled.
2.6.5 Crew Resource Management Training (CRM)
Crew Resource Management training has been shown to directly benefit flight safety. Such
training is arguably as essential as endorsement training on type. All recognised assessments
of accident rates world wide highlight the significance of human factors as a primary cause
of errors leading to accidents. Training that addresses human factors increases awareness,
and arms flight crew with defences against such errors. Knowing that the level of human
involvement in aviation accidents is around 80%, APPEA companies should expect their
aviation contractors to provide CRM training to aircrew.
Relevant crew resource management training is recommended every two years.
2.6.6 Specialised Role Training
Specialised support roles, which the helicopter may be required to provide to an offshore
installation, include:
helicopter winch operations;
underslung load operations;
dispersant spraying;
night operations.
Any requirement for these roles should be clearly identified when planning support services
for the installation and should be addressed in the FSA process. Professional advice as to the
frequency of recurrency training should be obtained but as a guide the following is
recommended:
Helicopter winch operations - five every 90 days;
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Underslung loads - if crew is current in winch operations one annually;

Dispersant spraying - one every six months;
Night operations - three take off and landings every 90 days.
It should not be assumed that helicopter crews provided for passenger transport operations
are competent or qualified to undertake specialised role activities.
It may not be necessary for all crew to be qualified in each specialised task required by the
installation but crew nominated for specialised roles must remain current to meet operational
demands. Only those nominated crew may be used to perform the specialised tasks.
Most specialised tasks require that crews have recent experience and are involved in ongoing
practice or undertake periodic training to maintain the proficiency necessary to conduct such
activities safely. The installation should require that a schedule be prepared for periodic
training covering those specialised roles it requires to be undertaken by helicopter crews.
This may involve APPEA member companies making their helidecks or other resources
available so that flying training can be accomplished.
2.7 Motion Limits For Landing On Moving Decks
Where helicopters are required to operate from a moving deck on an offshore installation, the
installation and the helicopter operator must agree on, and specify in the operational
procedures, the limiting helideck motions for the different types of helicopters likely to use
the installation. The installation must have the means to communicate the helideck
movements to the helicopter pilot before landing and take-off.
Equipment used for measuring pitch, roll and heave should be accurate and calibrated
regularly and reporting officers should be trained in the use of the equipment.
As a general guide only, the following information is provided in Table 2.3 as an indication
of limits likely for various helicopters and vessel types.
The roll and pitch limits for each type may differ by day and by night and may vary
depending on the type of vessel being considered, (such as semi-submersible, large ship,
small ship, oil tanker mooring buoy) and on the location of the helideck (such as the bow
deck, stern deck and amidships). The appropriate limits should be available to the vessel
operator to assist in determining when to suspend flying in adverse weather conditions.
Operational management should also be aware that if an 'across the deck' landing is required
because of wind direction, the vessels pitch may become the aircraft's roll and vice versa.
The operator should also provide advice on heave, albeit recognising that this might be more
difficult to measure in some cases. In the absence of heave measuring equipment, a
judgement should be made on heave and passed to the pilot.
Page 13
Table 2.3 - Pitch, Roll and Heave Limitations
PITCH, ROLL AND HEAVE LIMITATIONS
The pitch and roll figures are half amplitude related to the vertical. Heave is in metres, measured at
the helideck. Acceptable parameters are up to and including the limits given below. Experience
may dictate that minor changes be made to the limits for a particular vessel within a category.
S61/AS B214ST B212 S76A/C 365N/ 356C Bo105/

332 N2 Bo117
CAT1- CAT 3
2
Semi-Subs
(which includes semi-sub crane
and lay barges)
Pitch and Roll/Heave
DAY & NIGHT 3/5M 4/5M 4/5M 4/5M 4/5M 4/5M 5/5M 5/5M
Large Ships
(e.g. Drill ships, converted oil
tankers, non semi-sub crane and
lay barges) + Jack-ups on the
move
Pitch & Roll/Heave 2.5/4M 4/5M 4/5M 4/5M 4/5M 4/5M 5/5M 5/5M
DAY & NIGHT
Small Ships
a. Bow Decks
Pitch & Roll/Heave DAY 2/3M 3/3M 3/3M 3/3M 2/3M 3/3M 4/3M 5/3M
NIGHT 1 1.5 1.5 1.5 1 1.5 2 2.5
/1.5M /1.5M /1.5M /1.5M /1.5M /1.5M /1.5M /1.5M
b. Stern Deck & Amid
Ship
Pitch & Roll/Heave DAY 2.5 3/3M 3/3M 3/3M 2.5 3/3M 4/3M 5/3M
/3M /3M
NIGHT 1.5 1.5 1.5 1.5 1.5 1.5 2 2.5
/1.5M /1.5M /1.5M /1.5M /1.5M /1.5M /1.5M /1.5M
Oil Tanker Mooring
Buoys
Pitch & Roll DAY 2 2 2 2 2 2 2 3
NIGHT 1 1 1 1 1 1 1 1.5
Definitions
CAT 1 Helideck with 'D' value of e.g. cleared for S61N

22.2M or greater
CAT 2 Helideck with 'D' value of e.g. cleared for AS332L/Bell 214ST
18.70 to 22.19M
CAT 3 Helideck with 'D' value of NOTE: S76 'D' value is 16.00M
16.00 to 18.69M
Page 14
2.8 Communications and Flight Following
It is essential that there be a dedicated and back-up radio frequency for helicopter operations.
This may involve obtaining licensing approval for the use of an air band frequency. A
trained radio operator must be assigned to monitor the air band frequency during segments of
the flight when the installation is responsible for helicopter flight watch. It is preferable that
the HLO be equipped with hand held VHF radio allowing communication with the helicopter
pilot during the approach, on the helideck and during departure.
At all times the helicopter is in flight, it is essential that the crew should be able to make good
radio contact with a reliable ground station, and that 'handover' between multiple ground
stations should be possible. This requirement should only be waived if sufficient and suitable
compatible navigation equipment is available in the aircraft and on the ground, to ensure that
an accurate aircraft position is being continuously monitored by a ground station, or the
aircraft is on an IFR flight in tightly controlled airspace.
Flights along designated airways with mandatory way point calls at not more than 30 minute
intervals would fall within this category, or where the aircraft has filed IFR but is off airways.
Otherwise, in order to reduce a possible search area or "circle of uncertainty" to manageable
proportions, the crew should make "Operations Normal" calls at intervals of no more than 15
minutes. These calls should be acknowledged and logged at the ground station. The calls
should also include the aircraft's position and intentions if diversion from the planned route
has occurred.
2.9 Offshore Alternates
Aircraft proceeding to an offshore destination must always carry sufficient fuel to return to a
land base or fly to a designated offshore alternate. This fuel level should provide an
additional fuel allowance equal to 10 per cent of flight fuel and a fixed reserve to permit up to
30 minutes of loiter time. Offshore alternates may be nominated when weather conditions
are suitable, to allow the carriage of additional payload instead of return fuel.
Where aircraft are flight planned to use an offshore alternate, APPEA member companies
must ensure procedures are in place to:
communicate to the facility or installation that the helideck has been nominated as
an offshore alternate for a particular flight;
ensure that the helideck is available to accept a helicopter during the nominated
period;
ensure that resources (HLO/stand-by vessel/refuelling) are available in the event that
a landing is made;
communicate when the helideck is no longer required as an offshore alternate.
Page 15
3 MANAGING PASSENGER TRANSPORTATION BY HELICOPTER
3.1 Passenger Handling Facilities
At the onshore helicopter base or passenger embarkation point, facilities and systems should
be provided to control the movement of personnel in the proximity of aircraft using the base,
to manage the administration of intending helicopter passengers and to complete preparations
for the in-flight safety of passengers and crew.
Each operating company will have its own requirements and procedures for administration of
offshore helicopter flights. In recognition of the risk exposure associated with offshore
helicopter flights, a common feature of these should be a system to process and control
requests for offshore helicopter transport, particularly as it relates to passenger flights and the
safety requirements applying to these.
Process checks at the embarkation point generally form the final step in the administration
system and facilities should be provided appropriate to the scale and nature of the operation,
the number of flights and passengers and the risks to passengers identified in the FSA.
Passengers on offshore helicopter flights should undergo the following:
Check in and security / HUET check;
Pre-flight safety briefing including flight details;
Weighing of baggage and passengers;
Checks for restricted articles;
Issue of personal safety equipment for the flight.
Where large groups of passengers are transported on a regular basis, it is recommended that a
separate area be used for pre-flight safety briefings. The use of video or audio-visual
presentation aids should be considered for the safety briefing to ensure consistency in the
communication of safety information.
3.2 Safety Briefing
Passengers on offshore helicopter flights shall be given a safety briefing prior to departure so
that they are aware of the procedures and equipment related to helicopter safety and for use in
emergencies. The briefing must be specific to the type of helicopter in which the passengers
will be transported.
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The briefing, including demonstrations of the safety equipment, can be given by a crew
member immediately prior to or on boarding the helicopter, or it can be presented to the
passengers at the passenger assembly point with the use of video or audio/visual techniques.
The main safety information communicated in the safety briefing should be replicated on a
safety briefing notice or card provided at each seat on board the helicopter.
The passenger safety briefing must include:
Identification of restricted items;
Safe access to and egress from the aircraft;
No smoking requirements;
The use of seat belts and brace positions;
The location and use of emergency equipment;
Emergency procedures and emergency exits;
Restricted activities during the flight;
Information contained on flight safety cards;
Flight details.
During the safety briefing, the following items of safety equipment must be demonstrated
either by cabin staff or crew, or by video briefing:
Operation of normal and emergency exits;
Operation of seat belts;
Wearing and activation of individual life jackets;
Location and operation of inflatable life rafts;
Donning and use of immersion/survival suits when these are required.
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3.3 Helicopter Underwater Escape Training (HUET)
Personnel travelling regularly on helicopters offshore must attend helicopter underwater

escape training. Regular travel is considered to mean 3 return helicopter flights to an
offshore installation, or 6 individual helicopter flights over water, per year.
All trained and tested passengers should hold a training record, similar to a licence, which
should be carried on all flights offshore. Some companies have replaced the training record
with an offshore approval procedure linked into a computerised tracking system which will
not accept travel requests for personnel who have not completed suitable training or whose
approval has expired.
Installations shall have a procedure for monitoring the HUET status of intending helicopter
passengers.
3.4 Embarking / Disembarking Procedures
All helicopter passengers should be given guidance on the access route from the passenger
assembly point to the helicopter. This should highlight the dangers of approaching
helicopters with engines or rotors running. Helicopters should never be approached from
behind, but always from a sector in full view of a pilot, who will normally operate from the
starboard side of the aircraft.
The briefing should be specific to the helicopter type. It is essential that the helicopter
operator be required to supervise this briefing.
Only passengers and authorised ground staff should enter the aircraft operating area;
Passengers should only approach the helicopter when invited to do so by the crew and
under guidance of ground staff;
Passengers should not embark until any cargo to be carried in the cabin has been loaded
and properly secured;
The number of personnel around helicopters should be kept to a minimum at all times;
Personnel should not approach helicopters when red anti-collision beacons are flashing
(usually on tail area and underside of the aircraft);
Lightweight items should be securely attached or firmly held when being carried near
helicopters with engines or rotors running;
At remote locations, personnel must always remain outside the rotor disc until cleared to
approach the helicopter by the pilot;
After landing, passengers should remain seated, with seat belts fastened, until doors are
opened and the crew has indicated that it is safe to disembark;
Page 18
The helicopter should be vacated in a brisk and orderly manner;

Only baggage and cargo handlers should remain in the vicinity of the helicopter;
Passengers should await their baggage outside the aircraft operating areas.
3.5 Restricted Articles
Passengers checking-in for offshore helicopter flights must be made aware of the list of
dangerous and restricted articles. They should be asked to declare that they are not
knowingly carrying such articles in their baggage or on their person and to declare any
prescription medicines they may be carrying.
While the list of prohibited items is extensive, experience has shown that the following
restricted items are commonly presented for carriage or found on offshore passengers:
Adhesives Matches of any kind

Aerosols Oils and greases
Alcohol of any kind Paints and solvents
Canned drinks of any kind Poisons, weed killers, pesticides and insecticides
Cigarette lighters Radioactive materials
Drugs (save on prescription) See Note 1 Radio, cassette and disc players, unless batteries
are removed
Explosives, fireworks Weapons - including knives with a blade longer
than 7.5cm See Note 2
Firearms/Ammunition Wet Batteries
Flammable gas or liquid Wet Fish
Magnetic materials
Note 1: Prescription drugs may have to be surrendered at check-in for safe hand carriage,
record and re-issue on installation; with a similar procedure for passenger returning
onshore.
Note 2: Knives, which are tools of trade (such as chefs and divers), must be declared at
check-in.
3.6 Passenger Baggage
For helicopters of less than 5,700 kg in weight, all passengers and all their baggage must be
weighed.
For helicopters having a maximum gross take-off weight of 5,700 kg or more, or having seats
for 12 or more persons including the crew, standard passenger weights based on averages
relative to that operation may be used. This standard figure may include hand carried
baggage but not baggage checked in, which must always be individually weighed.
Where standard weights are used, a full passenger weighing should be undertaken at intervals
to ensure that the standard weights in use provide a safety margin over actual weight. If the
Page 19
standard weights used are found to be inadequate, then the standard weight should be
factored up by the appropriate amount, or actual weights always used.
Where immersion suits are carried or worn by either passengers or crew, and standard
weights are in use, 3 kg should be added for each suit.
3.7 Flight Manifests
Manifests shall be completed for all offshore helicopter flights. Copies of the manifest shall
be left at the departure point, be taken aboard the helicopter by a pilot and be presented at the
destination. An example of a typical manifest is shown in Appendix C. The manifest should
contain the following details:
Aircraft Registration;
Date, Flight Number and ETD;
Destination(s);
Helicopter pilots name;
Names and weights of all passengers;
Weights of passenger baggage;
Weight and details of any freight carried including any special handling instructions.
For in-field flights offshore involving multiple short sectors, the manifest may be simplified
provided the required details of passengers and freight for each sector are communicated to
the flight coordination centre for the in-field flights.
3.8 Authority of Crew
In statements and written instructions to passengers it is important to support the authority of

the pilot. In matters concerning the operation of the helicopter, control of embarked
passengers, routing, serviceability, conduct of the flight and any matters affecting the safety
of the helicopter, its crew or passengers, the pilot's decision is final.
For reasons of flight safety, it is unacceptable for a pilot's decision to be debated during a
flight, and should any dispute arise, the matter should be referred to the contract holder or
appropriate company representative for resolution after the event. Any instructions from the
crew must be strictly followed in the event of a developing emergency situation.
3.9 Dress
Page 20
When travelling offshore by helicopter, passengers should be dressed appropriately for the
environment regardless of the duration of the flight. A minimum standard is long trousers,
long or short sleeved shirt and enclosed footwear.
3.10 Carriage of Freight with Passengers
Priority freight including mail bags should normally be loaded in the freight/baggage
compartment. In exceptional circumstances only, it may be carried in the cabin with
passengers, but subject to the following conditions:
It must not obstruct main emergency exits or access routes available to the passengers;
It must not obstruct secondary exit windows adjacent to occupied seats;
It must be securely tied down to aircraft strong points or with a tensioned net acceptable
to the pilot in such a manner that it provides minimum obstruction to escaping passengers
after a ditching or crash landing, regardless of the final attitude of the aircraft;
If seats are folded up, care must be taken to ensure that they are stowed in such a way that
they do not present a hazard to any passengers in an emergency.
The carriage of suitable soft freight (mailbags etc.) is permitted on the side saddle seats of a
Bell 212/214/412 if properly secured, and these seat compartments are not used for both
passengers and freight.
3.11 Use of Co-Pilot Seat for a Passenger
When helicopter dual controls are fitted, the co-pilot's station should only be used to carry
passengers in emergency situations and only when the passenger has been given a specific
briefing on the hazards of interfering with controls.
When duel controls have been completely removed, a passenger may be carried in the co-
pilot's station provided:
the passenger is given a separate briefing covering any items which may differ from the
standard passenger briefing and includes the use of crew emergency exits, avoidance of
controls and switches, and use of any intercom equipment;
the pilot is satisfied that no safety or security risk is involved.
3.12 Safety Under the Rotor Disc on Offshore Helidecks
The movement of passengers to and from a helicopter whilst its rotors are turning may be
considered a normal activity. However, some tragic occurrences have demonstrated there is
no room for complacency, and that procedures and guidelines must be followed stringently
by all concerned if accidents and injuries are to be prevented. Operating companies should
Page 21
liaise with helicopter operators to ensure that personnel are aware of these guidelines and that
appropriate safety procedures for working under the rotor disc are in place.
The degree of risk is dependent on many factors, however, adherence to the following
guidelines and procedures will reduce the risk to personnel operating under the rotor disc of
helicopters:
The instructions of the helideck crew and authorised ground staff should be followed at
all times;
Personnel should only enter or exit a helicopters rotor disc area from a position at right
angles to the fuselage, either the 3 or 9 o'clock positions, dependent on the location of the
passenger door. However, in some larger helicopters such as the AS332 under the
direction of the flight crew passengers may enter and exit towards the front of the
helicopter;
Personnel must NEVER go to the rear of the helicopter, towards the tail-rotor;
Personnel should not wear headgear when on the helideck; hard-hats are permissible only
if the chin strap is worn. Newspapers or anything that may be blown into the engine
intakes are not to be carried. The use of plastic bags, bin liners etc., to carry freight or
personal effects is strictly forbidden;
Should passengers have to walk round the helicopter to the safe boarding position, this
must always be done at the direction of the aircrew of the helicopter landing officer;
When under the disc, passengers must walk briskly and in a straight line to the passenger
door, leaving baggage on the cargo side of the entry path (on the larger manned
platforms, passenger baggage may be carried onto the deck and loaded by support crews);
When landing on a helideck, passengers must wait until given approval to remove seat
belts, disembark via the passenger door, move to and collect baggage as directed. At
locations where ground staff handle baggage, passengers should move away from the
helicopter after disembarkation in accordance with instructions below;
Passengers should look to the helideck staff for guidance on the direction in which to
leave the rotor disc area and walk briskly in a straight line until clear of the disc. Once
clear, passengers should look to the helideck crew for guidance on the appropriate exit
from the deck and proceed to it, keeping clear of the rotor disc at all times;
Whenever a helicopter has rotors running on the helideck, the installation should keep
communications with the pilot(s) to a minimum. Details of return or transfer payloads
should be passed to the pilot(s) in good time. Last minute load changes must not
normally be offered to the pilot(s) during a period five minutes before the expected time
of arrival for landing at the platform.
3.13 Carriage of Freight
Page 22
Whenever possible, freight should be carried in a compartment which is separated by a strong

bulkhead from the passenger cabin.
Apart from the considerations for the handling of dangerous goods described in Section 3.14,
it is essential that all cargo be securely tied down in the helicopter.
Page 23
The consequences during an accident, or turbulence or violent avoiding manoeuvre of a hard

or heavy item of freight breaking loose are obvious. There may also be an unacceptable shift
in the centre of gravity of the aircraft in the event of freight movement, which could affect the
stability and operability of the helicopter and jeopardise the safety of persons on board.
Each item of freight must be weighed and manifested to enable the pilot to calculate
performance requirements correctly and thus ensure adequate safety margins in the event of
engine or other system failure.
The positioning, securing and removal of cargo and baggage should only be accomplished by
authorised ground staff. This is particularly important during times when the helicopter has
engines /rotors running.
3.14 Carriage of Dangerous Goods and Restricted Articles by Air
The carriage of dangerous goods (DG) and restricted articles by helicopter must comply with
the requirement of CAR 262 and of Annex 18 of the Chicago Convention and the associated
Technical Instructions for the Safe Transport of Dangerous Goods by Air (Doc 9284-
AN/905 adopted by the council of ICAO and published biennially). Alternatively, the IATA
(International Air Transport Association) Dangerous Good Regulations, published annually,
may be used.
The regulations and rules imposed by these bodies define such matters as:
The type of goods considered dangerous;
The type of aircraft allowed to carry certain goods, e.g. dedicated to freight, able to
transport a mixture of passengers and freight, etc;
The packing and labelling required for certain goods;
The manifesting and air way bills required for certain goods including the notification to
captain 'NOTOC';
The type (and quantity) of goods a passenger is allowed to carry as personal baggage;
Training and qualifications of personnel engaged in the preparation, handling and

manifesting of dangerous goods.
The ICAO publications provide explicit instructions on the packaging and marking of
dangerous goods where carriage of these items by air is permitted, but require specialist
interpretation and training in their application for personnel supervising the handling of
aircraft cargo. The requirements for carriage of certain items may involve special packing
and marking, carriage by cargo aircraft only, separation of various types of non-compatible
materials, or total prohibition in the case of 'forbidden' items.
Certain materials are forbidden or highly restricted due to their corrosive properties if
allowed to contaminate aircraft structures, and some of these materials (e.g. mercury) may
not immediately strike the consignor as a potential danger. It is essential that the appropriate
personnel should be adequately trained in the recognition and handling of dangerous goods.
Page 24
It is the responsibility of the consignor to declare the presence of the Dangerous Goods to the
aircraft operator.
Where there is any doubt as to the nature of the goods or to whether the packaging or
transport conforms to ICAO or IATA regulations, the goods shall not be transported by
helicopter.
Dangerous goods and restricted articles are classed by IATA as follows:
Class Description
1 Explosives
2 Gases
3 Flammable liquids
4 Flammable solids; substances liable to spontaneous combustion,
substances which in contact with water emit flammable gases
5 Oxidising substances and organic peroxides
6 Poisonous (toxic) and infectious substances
7 Radioactive material
8 Corrosives
9 Miscellaneous dangerous goods
Page 25
4 HELICOPTER SPECIALISED ROLE SUPPORT
4.1 External Load Operations
4.1.1 General
The unique ability of the helicopter to carry payload externally by means of cargo hook(s),
slings and nets makes it a particularly useful vehicle in support of offshore oil and gas
operations. The potential advantages of external loads operations are to a degree offset by
additional safety hazards presented by the need for precision manoeuvring of the helicopter in
hovering flight close to ground handling personnel.
The high power settings required to hover and transition to and from forward flight with an
underslung load generate heavy rotor downwash in the hook-up and drop zones, and
marshalling and cargo handling personnel must therefore be suitably protected. Structures
and equipment in these areas must also be sufficiently robust and well secured to prevent
movement.
These and other hazards should be considered during the FSA process, and brought to the
attention of all personnel prior to starting operations and to all new personnel.
Additional guidance is available on this subject in the E&P Forum Aircraft Management
Guide and this information should be reviewed by APPEA member companies before
carrying out these activities. Guidance is also available in the U.K. Civil Aviation Authority
publication CAP 426 "Helicopter External Load Operations".
4.1.2 Training
Thorough training of all ground crew is essential for the safe conduct of these operations, and
only nominated personnel should carry out marshalling and hooking up duties.
Pilots
External load operations must be conducted only using pilots who hold the specific rating
(Sling Endorsement) for this work. Where sling load work is infrequent, some continuation
training may be required from time to time. (See paragraph 2.6.6)
Aircrew
Non-pilot crew members are known by various names, but in some types of helicopter, where
the pilot is seated some distance from the cargo hook, or a system of rear-view mirrors for
sighting the hook assembly is not adequate, they form an essential part of the crew.
Although the ground marshaller is able to signal coarse directional indications to the pilot, a
crew member on a dispatcher harness and on the aircraft intercom system is best placed to
guide the pilot over the load to be picked up, or over the drop zone. The crew member may
Page 26
also be usefully employed in the recording of statistics. If the decision is taken to employ
such aircrew, they should be appropriately trained as full members of the crew.
Load Masters
These personnel may also be known as cargo masters, loaders, marshallers, etc. but the basic
requirement is that on each occasion when a helicopter is required to pick up a sling load, one
appropriately trained person must be positioned ahead (and usually to starboard) of the
aircraft, in full view of the pilot and guide the aircraft over the load by hand signals or radio
commands. A second person attends the load to place the shackle or hard eye of the sling
over the cargo hook. When dropping a load, only the marshaller is required, and all other
personnel should be well clear. Load Masters should be readily recognisable from other
personnel by means of specially coloured overalls or waistcoats.
4.1.3 Lifting Equipment
The size, safe working load, length etc. of slings, hooks, nets, shackles and 'D' rings will
clearly vary with the capability of the helicopter employed, and the type of load. It is
essential however, that these items be clearly identified for aircraft use only (e.g. by colour
coding) and stored separately from general purpose slinging and other equipment. Adequate
records should always be maintained to ensure that all items are within life or a test date.
4.2 Helicopter Winch Operations
4.2.1 Winch Requirement
The installations requirements for winch operations should be considered in the FSA
process. This should recognise that the risk of accident and injury to personnel during such
activities is higher than for most other air operations. It is therefore imperative that winching
operations, including training, are only undertaken when judged operationally essential and,
then, strictly in accordance with the specified procedures.
An assessment should also be made of whether there is any realistic availability of SAR
capable helicopters from government or other sources. If not, and the need for emergency
winch capability is confirmed, then it may be prudent that two winches should be available
on site.
Winch operations shall always be conducted by twin engine helicopters and these shall have a
single-engine Out of Ground Effect (OGE) hover capability at all stages of the operation
other than for actual emergency use. Training in winch operations should normally be
carried out with full single-engine hover capabilities. However CAO 29.11 may be applied at
the discretion of the operator.
Marine support operations such as ship pilot transfer should as a minimum be conducted in
accordance with the recommendation of the International Chamber of Shipping Guide to
Helicopter Ship Operations and CAO 95.7.3.
Page 27
4.2.2 Training
Where an emergency winch capability is required to support the installation, a formal

initial/recurrent training programme must be established. Recurrent training guidelines are at
paragraph 2.6.6.
Night winching operations will not normally be carried out because of the dangers associated
with pilots reduced visibility and depth perception at night.
Where this capability is provided, it is recommended that exercises be held regularly to assess
the speed of response including the fitting of the winch to the helicopter.
4.2.3 Winch Equipment
Where certified winch equipment is available and is not used on the aircraft on a regular
basis, routine maintenance of the winch and equipment must be covered under the operator's
maintenance schedule. This must include testing of the winch on the aircraft at regular
intervals not to exceed a period of two months.
4.3 Night Operations
Night emergency and Medevac cover will always be required for offshore operations and
aircraft must be equipped and pilots trained for this activity.
Night operations should be carried out under Instrument Flight Rules (IFR) and aircraft must
be equipped for these operations as required by the Regulatory Authority.
Two pilots should always be used for night and IFR operations, and pilots must have current
instrument ratings and meet the regulatory requirements for recent experience for landing
offshore and carrying out instrument approaches.
Appropriate lighting will be required at all helidecks, and APPEA member companies should
be prepared to make their helidecks available for flight crew recency training from time to
time where night operations are not being conducted routinely.
Page 28
5 OFFSHORE FACILITIES
5.1 Helidecks
The design and construction of helidecks on offshore installations, mobile drilling rigs and
vessels is a complex subject, and there is a number of reference works available for guidance.
MODUs and vessels coming into Australian waters and facilities that have been built over
the years have been constructed to a variety of standards, principally:
IMO MODU Code;
ICAO Annex 14 and equivalent publications such as UK Civil Aviation Publication 437
"Offshore Helicopter Landing Areas Guidance and Standards";
API Recommended Practice 2L Helidecks;
International Chamber of Shipping Guide to Helicopter/Ship Operations.
CAAP 92.2
There is growing international consensus on the subject of helidecks and APPEA supports the
position of the Oil Industry International Exploration and Production Forum which
recommends a two tier system. Existing installations having smaller helidecks and generally
operating in non-harsh environments should conform to the IMO MODU Code and API
RP2L, while those installations having larger decks and operating in hostile environments
should conform with ICAO Annex 14 and the UK CAP 437.
New installations should be designed to conform to the requirements of ICAO Annex 14 and
UK CAP 437.
Other factors to be considered during the design and construction of offshore helidecks, not
specifically addressed in the above publications include the siting of diesel and turbine
exhausts, and gas vent stacks in relation to the helideck. Exhaust and hydrocarbon gases
have an adverse effect on the performance of helicopter turbine engines, as do local increases
in air temperature due to radiant or convective heating. Although research into these effects
has been limited, exhausts and vents should be situated as far as possible from the helideck
and down the prevailing wind.
Offshore installations should be constructed with helidecks which should be capable of

receiving the largest helicopters likely to be used.
Offshore helidecks should have:
appropriate markings;
lighting;
perimeter safety netting;
Page 29
non-slip deck surface;
fire fighting facilities/rescue equipment;
refuelling facilities (depending on location);
starting power (depending on location);
two way radio communication with helicopters (on manned installations);
facilities for securing the helicopter to the helideck;
windsock;
two emergency exits.
5.1.1 Maintenance and Inspection
Helidecks and associated equipment should receive regular maintenance and although this is
generally not difficult on manned installations, unmanned platforms in tropical climates
suffer from rapid deterioration of the paint surface, which if not dealt with may flake off, and
present a hazard to personnel and to helicopter engines.
5.1.2 Take-Off Considerations
Helicopters must be operated in a way which minimises exposure of the aircraft and its
occupants during the short critical period following a power unit failure during the initial
stage of take-off, or final stage of landing. For any given helicopter size, weight, ambient
temperature and pressure, and altitude, the length of this exposure period will vary according
to the operating technique, effective wind speed component, size of deck, and the flight path
obstructions above and below deck level (including the sea surface). In many circumstances
the period will be zero.
Following a power unit failure, it may be necessary for the helicopter to descend below deck
level to gain sufficient speed to subsequently fly away, or in rare circumstances, to land on
the water. It therefore follows that with obstructed environments, unfavourable winds, or
with undersized or cluttered decks and those close to the water, exposure periods can become
unacceptably long. In these circumstances reducing helicopter weight (and therefore
payload) may be required to reduce the risk to an acceptable level or it may be necessary to
suspend flying operations.
5.2 Shutdowns Away From Base (Two Helicopters on One Helideck)
The following criteria should be considered if a helicopter is required to shut-down on an

offshore installation:
specific procedures for operations to obstructed helidecks must be provided by the

helicopter operator;
Page 30
an external power source for starting the helicopter must be available;
radio communication with the controlling facility must be assured;
equipment should be available which is capable of relaying (to the control facility) wind
speed and direction and outside air temperature;
unmanned platforms should be fitted with lights to indicate their status.
Where shutdowns are planned to occur on single machine helidecks, the operational
procedures must provide for the contingency that the helicopter is unable to depart the
helideck and provide alternative and acceptable evacuation, escape and rescue procedures for
the personnel on the installation while the helideck remains inaccessible to other helicopters.
This must be addressed in the installations FSA.
5.2.1 Platforms Not Normally Manned
Where helicopters are required to land on platforms, which are not normally manned, specific
procedures for this operation must be provided following assessment in the FSA of the
hazards, which may exist during helicopter landings. The procedures for manning these
installations should be prepared in consultation with the helicopter operator or other specialist
aviation advisers.
5.3 Offshore Refuelling
5.3.1 Responsibilities
The pilot has the overall authority of the refuelling process on deck of the installation which
will be conducted in accordance with CAO 20.10. The fuel quality responsibility rests with
the HLO.
The responsibility for fuel quality on an offshore location rests with the HLO. He may
delegate some of the work in controlling the fuel but must ensure the overall quality of the
product.
Personnel handling and dispensing aviation fuel should understand that the safety of an
aircraft and its passengers is largely dependent on their ability to deliver the correct grade of
uncontaminated, dry fuel into its tanks. Helideck personnel involved in helicopter refuelling
operations shall be trained in the correct procedures for delivery of fuel to aircraft. Records
of such training must be kept.
Each installation shall have documented procedures for the refuelling of helicopters including
the recording of all deliveries of fuel and fuel quality testing.
These procedures shall include measures for the control of passengers and other personnel
during refuelling operations.
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5.3.2 Refuelling Systems
Equipment used for refuelling should be clearly marked and located so that minimum safety
precautions and distances from other hazards are maintained. Fully operational fire
extinguishers shall be provided at refuelling locations. The refuelling system should include:
filtration equipment for the removal of water;
filtration equipment to remove solids;
earthing points and earthing leads;
pipe and hose end caps to prevent contamination;
hoses which comply with British Standard BS3158 Type C Grade 2;
hose storage reels.
Fuel filters must be provided for each different fuel used and clearly marked to identify the
fuel type for which they are to be used. Go No-Go filters shall be used for Jet A1 fuel.
5.3.3 Record Keeping
Records must be kept for all refuelling equipment, which should include details on the use of
filters and hoses, replacement of filters and the dates of manufacture of the hoses. It is
essential to maintain accurate records of all fuel quality control checks and routine
maintenance carried out at fuelling installations.
Stock records should be maintained covering all fuel receipts and deliveries, to enable
product movement to be traced through the system.
5.3.4 Fuel Operations Procedures
Installations with facilities to refuel helicopters must develop detailed procedures for these
operations. These procedures should address the following aspects of the operation:
Ensuring that the fuel is subject to quality testing prior to being transported offshore;
Equipment and procedures for the transport of fuel to the offshore installation, including
specific requirements for marine transportation of fuel containers. Drum fuel should not
be used offshore;
Transfer procedures at the installation including quality control and testing to ensure that
the fuel has not been contaminated during transport and transfer operations;
Maintenance and operation of the refuelling equipment;
Page 32
Procedures for the refuelling of helicopters including necessary quality control checks
and management of safety during refuelling activities;
Procedures for responding to fire emergencies and fuel spills.
5.3.5 Personal Protection
Contamination of the skin by fuels can cause chapping, irritation and infection. Skin should
never be exposed to prolonged contact. This can occur when personnel continue wearing
clothing that has been contaminated and soaked with fuel. First aid treatment is essential.
Fuel must be washed from the skin as soon as possible, using soap and water. Contaminated
clothing must be removed at once and laundered before re-use. Protective gloves must be
worn and barrier cream used to protect exposed skin.
Correct personnel protective equipment (PPE) is essential when dealing with fuel or fuel
additives. When handling Jet A1 and additives the PPE should include a long sleeved
garment, long rubber gloves and goggles. Personnel must always stand upwind of the
refuelling activity in case there is a leakage from the applicator.
Clothing shall be made from natural fibres to minimise injury from fire hazards.
5.3.6 Control of Passengers During Refuelling
Refuelling must not normally take place while passengers are on board the helicopter.
Passengers should disembark the helicopter and move off the helideck or away from the
refuelling operation.
Only if the pilot decides there is a risk to the passengers by off-loading and re-loading them
(eg incapacitated passenger, high winds or heavy seas) may they be allowed to remain on
board. In this case, the following additional precautions should be taken:
Passengers shall remain in their seats with seat belts unfastened;
The "NO SMOKING" lights must be on and strictly enforced;
At least two cabin doors on the opposite side to the aircraft's refuelling points must
remain open;
A person shall be assigned to provide guidance to passengers in the event of an

emergency;
Passengers shall be briefed on emergency procedures, including the warning they will
receive and the action they must take should there be a need for emergency evacuation.
Page 33
5.3.7 Rotors Running Refuelling
Where there is an operational requirement to carry out rotors running refuelling, this is
acceptable provided the following conditions are met:
There must be specific procedures and safety precautions developed for this activity;
Passengers must not normally remain in the aircraft during rotors running refuelling
operations;
Pressure (closed system) refuelling should be used whenever available;
An additional fire guard, wearing full fire protection clothing and equipped with a
portable foam or dry powder extinguisher should be positioned adjacent to the tank being
filled in readiness to knock down any fire at the hose end allowing sufficient time for the
refueller to escape, and installation emergency procedures to be initiated.
Compliance with CAO 20.10 must be maintained.
5.4 Fire Fighting and Crash Rescue Resources
5.4.1 Considerations
The principal objective of a rescue and fire fighting service is to save lives in the event of an
aircraft accident or incident. Important factors affecting rescue in a survivable aircraft
accident are the standard of emergency training of personnel, the availability and
effectiveness of their equipment and the speed with which an emergency response can be
effected.
Onshore helicopter bases and offshore helidecks must have fire fighting and crash rescue
equipment readily available. The levels of fire and rescue equipment shown in this section
are based on ICAO Annex 14 Aerodromes, which relates the requirement to the size of the
largest aircraft expected to operate at the facility. The equipment levels are developed by
ICAO using the basic data shown in Table 5.1, 5.2 and 5.3, however these should be checked
for currency prior to application. These guidelines should be considered a minimum
requirement.
Table 5.1 - Fire-Fighting Equipment
Aircraft Seats Water in litres plus Dry chemical or CO2

length Approx. foam compound (kg) (kg)
9 metre 8 250 45 90
12 metre 10 750 90 180
15 metre 20 1000 135 270
20 metre 40 2000 135 270
25 metre 50 3000 180 360
Page 34
Dependant on the type of foam used and the concentration of the mix (water to foam), the
bulk will vary; however as a minimum, a discharge rate of 5.5 litres/m2/min and a continuous
discharge for a minimum of 10 minutes is recommended.
Table 5.2 - Portable Fire-Fighting Equipment
Quantity per 19 passengers carried on the aircraft
Dry chemical or CO2 (kg) and Foam/ AFFF

(kg) (litres)
45 90 90
A lance, or hose and horn nozzles are recommended for dealing with engine fires (not dry
powder).
Table 5.3 - Crash Equipment
The following items should be provided to respond to an aircraft crash. Quantities should be
appropriate to the scale of the operation and the number of trained personnel in the
emergency response team.
Item
Adjustable spanner
Axe (Aircraft or Firefighter type)
Axe (Large)
Bolt croppers 24 inch (61 cm)
Breathing Apparatus 2 sets
(Note: offshore locations only).
Crowbar (Heavy duty)
Fire blanket
Firefighter face mask
Flameproof gloves (at least two pairs)
Grab hook with a long handle or line
Hacksaw (heavy duty) with blade
Hacksaw blades (4 spare)
Harness knife with sheath (2 off)
Ladder (8 ft. min)
Pliers (Side cutting)
Screwdrivers (Assorted)
Torch with spare batteries
5.4.2 Onshore Heliports
Helicopters supporting offshore operations generally operate from either an aerodrome under
the control of a local authority or from a heliport established to support the offshore
operations.
Page 35
Whatever the nature of the base, fire fighting and crash rescue resources conforming to these
guidelines, and personnel trained in the use of the equipment, should be available prior to
regular use of the base by helicopters.
Depending on the aircraft type used, for each 19 passengers carried, rescue equipment should
be provided in accordance with Table 5.3, fire fighting equipment should conform with Table
5.1, supplemented by portable fire fighting equipment to Table 5.2.
Where the onshore heliport is associated with a licensed aerodrome, resources are likely to be
available which conform to the ICAO standards. The resources available should be verified
and detailed in the emergency response plan for the facility.
5.4.3 Manned Offshore Helidecks
Helidecks on manned offshore installations should be provided with a trained fire fighting
crew, usually 3 in number, who are under the control of a Helicopter Landing Officer. The
equipment requirements should be in accordance with Tables 5.1, 5.2 and 5.3.
The prime fire fighting equipment is normally two or more monitors that are capable of
spraying a foam type extinguishant (such as AFFF) to all parts of the helideck. These are
normally supported by hand held branch lines and portable fire extinguishers.
5.4.4 Unmanned Offshore Helidecks
During the design phase the most appropriate method of fire and crash rescue protection,
relative to the perceived risks should have been considered. The number of flights to such
installations is likely to be minimal, with limited self help crash rescue and fire cover
provided on the deck. This may be enhanced in some cases by an automatic fire fighting
system triggered by remote control from a nearby manned site. There may also be support
provided by appropriately positioned boats.
For unmanned helidecks, the following equipment should be available on the installation:
A dry powder fire extinguisher having a capacity of not less than 45 kg and a carbon
dioxide fire extinguisher with engine applicator having a capacity of not less than 22.5
kg;
Two sets of the following items of firefighter equipment:
1. A protective outfit, including gloves, boots, facemask or hood and a

helmet;
2. A Self Contained Breathing Apparatus;
3. A portable battery-operated safety lamp capable of functioning efficiently

for a period of not less than three hours;
4. A firefighters axe, a safety harness and a lifeline.
Page 36
Consideration should be given to the provision of a portable foam unit. Such a unit
should be self contained with a minimum capacity of 90 litres and should be fitted with an
aspirated branch. Equipment should be selected that requires minimum maintenance.
5.4.5 Crash Site Hazards
Certain materials used in the construction of modern aircraft can be of a hazardous nature.
When burnt or otherwise mistreated such as may occur during an accident, they can produce
dangerous by-products.
These range from toxic fumes and fine, lung penetrating ash to shards of shattered material
which can cause severe lacerations and needle-stick injuries. Rescue or investigating
personnel who are required to enter aircraft or helicopter crash sites should be aware of the
risks and take appropriate precautions. The helicopter operator should be consulted on
whether any special precautions are needed in responding to a helicopter crash.
General guidelines when involved with a crash site are as follows:
Where there are no known toxic substances, special protective measures are not required
although arms should be covered, and boots, gloves and a hard hat worn;
Where there is a risk of non-toxic dust or other contaminants that might cause irritation to
the skin or respiratory tract, a face mask should also be worn;
Where there is a risk of toxic dust or other contaminants that may pose a serious risk to
health, advice should be sought from the rescue services. As a minimum, it is anticipated
that full PPE will be required: sabre mask or respirator, impermeable pvc/neoprene
overall with hood, wellington boots and disposable latex gloves plus leather gauntlets.
5.5 Emergency Gas Release on Offshore Platforms
On the majority of platforms, the design and operating parameters for systems handling
emergency discharge results in low risk to helicopters running on their decks.
However, on some offshore installations, where the emergency discharge systems must
sequence rapidly, large volumes of gas may be released into the atmosphere. In these cases,
the risk to helicopters in certain wind conditions is real and must be addressed in the
individual platform Safety Case.
On production platforms where flaring takes place, large releases of gas can cause a rapid
increase in the flame size, temperature and footprint. Even if the wind direction is such that
the discharge blows over the helideck, there is likely to be little direct danger to a helicopter
positioned there as the hot efflux naturally rises. However, there may be degradation, in the
helicopters take-off performance due to the increase in air temperature caused by radiated
heat. On decks where such discharges are likely to cause an ambient temperature increase of
greater then 2o C, the helicopter operating procedures must identify this risk.
Page 37
5.6 Helicopter Operations During Production Testing
Production testing on offshore installations normally requires that produced oil or gas is
burned off at one of two booms placed on opposite sides of the rig parallel with the sea
surface.
The flaring is carried out on the boom downwind of the rig structure. Helicopter operations
may take place during these procedures subject to the following conditions:
Helicopter operations should not commence until the production test is in a steady
burning state (i.e. avoiding period of start-up);
The helideck must be clear of smoke and any other products of combustion. This is
particularly important when the wind is light and variable;
If there is a likelihood of increased temperatures on the helideck due to radiant heat from
testing, the observed ambient deck temperature should be communicated to the pilot prior
to the helicopter's arrival at the rig.
The pilot has discretion at all times to make the final decision regarding the safety or
otherwise of helicopter operations in the conditions prevailing.
5.7 Cranes
Cranes on offshore installations should be static during helicopter operations in order to avoid
any risk of collision or distraction of the pilots attention during landing/take-off. The cranes
should be immobilised (not necessarily run down) and parked in a position agreed with the
helicopter pilot.
If the crane is engaged in operations which cannot be suspended for the duration of the
helicopter movement (eg. breakdown, bunkering, mid-lift of supplies or 'divers down), the
helicopter pilot must be advised of the situation and the disposition of the crane. The
decision whether aircraft operations may continue without detriment to safety shall be made
by the pilot.
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6 SUPPORT FOR HELICOPTER OPERATIONS
6.1 Onshore Base Facilities
6.1.1 Layout
Many offshore helicopter operations will operate from onshore base facilities associated with
established aerodromes which are under the jurisdiction of a local authority and already
subject to aviation regulations governing the installation, maintenance and operation of such
facilities. These aerodromes should conform to the International Civil Aviation Organisation
(ICAO) Annex 14 covering aerodromes and heliports. When an operating company
establishes a separate onshore heliport, the heliport must conform to the requirements of
ICAO Annex 14 Vol 2 (Heliports).
The dimensions and relative locations of helicopter take-off areas, landing areas and parking
areas should be selected in such a way that in the event of an engine failure the aircraft should
either be able to make an immediate safe landing or be able to fly away safely. The site
should provide sufficient clearance on the ground for both parking and for movement by
personnel and vehicles.
The positioning of helicopter parking spots requires careful consideration to avoid the
possibility of main or tail rotor contact with an obstacle or adjacent helicopter during
manoeuvring. Notwithstanding the distances specified in the reference, it is recommended
that adequate rotor clearance be maintained, such that no part of one helicopter shall ever
come closer than rotor diameter to another helicopter or other obstacle. Example dimensions
for a heliport for use by light to medium twin engine helicopters are shown in Fig 6.1.
It is essential that helicopter operations be conducted safely and with the minimum risk of
danger to persons or property. It is also important from the "good-neighbour" aspect that
disturbances or annoyances to others are minimised. Both these aims can be met to a large
extent by ensuring that flight paths to and from a heliport pass over ground which will
provide open areas suitable for a forced landing.
Page 39
Fig 6.1 Typical Heliport Dimensions - Light to Medium Twin Engine Helicopter
REJECT AREA REQUIREMENTS FOR PERMANENT LANDING SITES

MINIMUM REQUIREMENT FOR LIGHT TO MEDIUM TWIN ENGINED HELICOPTERS - B212/412
ETC.
Reduce RTOW by 5% if
1. Obstacle height > 15mm max 30m or
2. Reject area reduced by <30m or
3. Part of reject area (max 50m) is swamp or water
Note: - No more than two of the above circumstances (10% reduction) should occur simultaneously
- No more than two degrading steps should be allowed to occur concurrently Max
obstacle
height 15 m
(50)
Add 30m of
reject area
15M for every 3m
of obstacle
15M
height
40 6 increase.
20m
170m
Reject area Wind

direction
must be
Surface should: 60
within 30
40m 20m 1. Be smooth enough to allow road vehicle to travel on (4WD) either side
2. Not have obstacles, including grass, higher than 0.25m of runway
direction
20m
40m
6.1.2 Maintenance Support
Longer Term
Onshore helicopter base facilities require the provision of, or ready access to, some or all of
the following maintenance support facilities:
Hangarage (for the more important inspections);
Workshops (general, engine, hydraulic, 'clean', sheet metal, instrument/electrical, radio,

NDT);
Technical Records Office;
Sundry offices for Chief and other engineers;
Battery charging rooms (2);
Air compressors;
Hydraulic rigs;
AC/DC generators and mains supply;
Tractors and towbars;
Page 40
Ground equipment (stands, etc.);
Oxygen/nitrogen;
Stores (general, lifed item, air conditioned);
Oil, grease and paint compound;
Mobile hand held fire fighting equipment;
First aid;
Safety equipment store;
Ground training office.
Short term operations may be supported by a fly away kit sufficient to support the operation
for the period required.
6.1.3 Fuel
Fuel storage areas should be bunded to contain accidental spillage. Spillage should be
recovered using appropriate absorbents ie rags, absorbent litter etc. Spillage should not be
allowed to penetrate the soil causing ground water contamination nor should it be washed
into the drainage system. Excess or waste fuel is to be disposed of by incineration or by other
means under the guidelines laid down by the local authority. Where large quantities are
involved, disposal should be undertaken by organisations that specialise in these activities.
6.1.4 Aviation Chemical Products
All chemical products introduced to the operational site should have a manufacturers material
safety data sheet (MSDS) available. These sheets will outline the correct storage, handling
and disposal procedures to be followed.
6.1.5 Noise
Operating practices at the helicopter support base should seek to minimise noise impacts on
local communities. Where practicable, flight planning should avoid populated areas,
especially at night or early morning. Ground running of aircraft should be conducted away
from sensitive areas and where possible within daylight hours. Aircraft support equipment
should have adequate noise suppressors fitted.
6.2 Training of Support Personnel
Offshore installations supported by helicopters shall ensure that appropriate initial and
refresher training is provided for personnel who perform roles which have a direct interface
with the helicopter operations.
Page 41
The number of personnel who require training and the types of training provided will be
governed by the frequency and nature of helicopter flights to the installation, whether
refuelling takes place on the installation and whether the helicopter is required to provide
specialised role support to the installation, such as winch operations, underslung load
operations or Search and Rescue.
Typical of the duties which should have specialised training for helicopter support are:
Helicopter Landing Officers (HLO) and helideck crews;
Refuelling personnel;
Radio operators (meteorological reporting)/ communications personnel;
Dispatchers / traffic clerks;
Emergency response teams.
Where an installations procedures require the installation to provide personnel to assist the
helicopter and helicopter crews to perform winch lifting, underslung load operations and
Search and Rescue activities, personnel nominated for these assisting roles shall be given
appropriate training in the role.
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7 EMERGENCY RESPONSE
7.1 General
The FSA for the installations Safety Case will have identified the hazards and MAEs directly
related to those helicopter operations required to support the installation. The FSA will also
have identified the roles to be conducted by helicopters in responding to other potential
emergencies, including MAEs, which may result from the installations operations.
The installations Emergency Response Plan (ERP) shall include the response procedures for
each of the potential helicopter emergencies identified in preparing the installations Safety
Case. The ERP shall identify those other installation emergencies that may require the need
for helicopter emergency flights and provide clear instructions on how helicopter emergency
flights should be managed.
7.2 Helicopter Emergencies
The events listed below should form the basis of those potential helicopter emergency events
addressed in the installations ERP. These should be supplemented by any other events
determined using the FSA process.
Loss of radio contact with the helicopter;
Helicopter ditching;
Helicopter crash at sea;
Helicopter fire on helideck;
Helicopter crash on helideck;
Helicopter crash over land.
7.3 Helicopter Missing or Overdue
Every offshore helicopter operation must have access to an efficient Search and Rescue
capability. A SAR capability can only be efficient if it can be directed to the casualty without
delay. Position reporting and accurate plotting at base will increase the chances of survival of
the occupants of helicopter accidents significantly.
The purpose of a Search and Rescue (SAR) capability is to provide assistance to aircraft in
distress and to search for, provide aid to, and organise the rescue of survivors of aircraft
accidents and forced landings.
Airservices Australia is responsible for the overall coordination of SAR action for civil
aircraft emergencies within the search and rescue regions under Australian jurisdiction.
Page 43
However, the immediate response to a helicopter incident will commonly require local
coordination by the installation involved as well as notification of the relevant authority.
Procedures must be in place to activate SAR activities if required.
The emergency response to an overdue or missing aircraft generally involves three phases:
an uncertainty phase;
an alert phase;
a distress phase.
It may not be necessary to develop a progressive response through these phases. For
example, if information is received which indicates that a helicopter and its occupants are in
imminent danger, a distress phase should be declared immediately.
The uncertainty phase covers the initial period when a helicopter fails to arrive at its
destination or fails to make a scheduled position report. This is usually of short duration,
typically up to 510 minutes after the designated ETA or scheduled report time. During this
period, attempts will be made to contact the helicopter or establish its safety using all
available means.
The alert phase is typically initiated no more than 15 minutes after the initial alert and follows
failure to locate or establish communication with the helicopter, or if information is received
that it is mechanically or operationally impaired. This phase generally involves notification
of the relevant authorities and activation of local search activities.
The distress phase is generally activated:
when a helicopter is likely to, is about to make or has already made a forced landing, or
has crashed;
when there is reasonable certainty that the helicopter and its occupants are in imminent
danger and require assistance;
following an alert phase, when there is a probability that a helicopter is in distress.
This phase generally involves the transition of SAR coordination to the relevant authority.
The procedures developed by an installation for responding to an emergency which requires

SAR action should be based on this phased approach and should identify:
the criteria for moving to the next phase of the response;
the response actions to be taken at each phase of the response and who should take these
actions;
the notifications to be made and the responsibility for these; and
the resources available for SAR including relevant emergency contact information.
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7.4 Involvement of Helicopters in Emergency Response
Offshore installations are likely to require emergency helicopter flights in the following
situations:
to assist in the evacuation or rescue of personnel as a consequence of a MAE on the

installation;
to evacuate a person who has suffered injury and evacuation is necessary to prevent death
or further serious damage to the persons health (commonly referred to as Medical
Rescue or MedRescue);
to evacuate a person who has a non-urgent medical condition but priority transport is
required from the installation to some other location (commonly referred to as Medical
Evacuation or Medevac);
to conduct an emergency mission to locate and rescue a person who is in an abnormal

environment and whose life is threatened if not removed from that environment or if not
provided with protection or assistance (commonly referred to as Search and Rescue or
SAR).
7.5 Emergency Flights
The ability to carry out emergency flights both by day and night is enhanced through the use
of twin engine helicopters having IFR capability and crews having the appropriate instrument
ratings. With these resources, emergency flights may be flown day or night, weather and
navigation aids permitting.
Two pilots must be carried at all times at night or in instrument flight conditions.
Where single engined helicopters are used, emergency flights may be conducted under day
visual flight conditions only.
The ERP must reflect the limitations of the types of helicopter available to assist in the
potential emergency situations identified in the FSA.
7.6 Training of Emergency Response Personnel
Installation or shore based personnel who are nominated as members of an Emergency

Response Team for helicopter emergencies must be provided with initial and refresher
training which is specific to such aviation emergencies such as firefighting and crash
attendance.
Page 45
8 AIRCRAFT ACCIDENTS AND INCIDENTS
8.1 Aircraft Accident
An aircraft accident is an occurrence associated with the operation of an aircraft which takes
place between the time any person boards the aircraft with the intention of flight until such
time as all such persons have disembarked, and in which:
any person suffers death or serious injury as a result of being in or upon the aircraft or by
direct contact with the aircraft or anything attached thereto, or;
the aircraft receives substantial damage;
the aircraft is missing.
Notes: Substantial damage includes any damage or structural failure which adversely
affects the structural strength, performance of flight characteristics of the aircraft and
which would normally require the major repair or replacement of the affected
component.
Serious Injury' is defined as injury that requires hospital or medical treatment and
results (or is expected to result) in suspension or substantial restrictions of normal
activities for period of fifteen (15) days or more.
8.2 Aircraft Incident
An aircraft incident is an occurrence other than an aircraft accident which:
adversely affects or could adversely affect the safety of operation of an aircraft; or
involves an aircraft and causes injury or severe mental strain to any person, or causes
damage to property.
8.3 Reporting To Authorities
Aircraft accidents and incidents must be reported to the Australian Bureau of Air Safety
Investigation (BASI). The helicopter operator frequently assumes the responsibility for
reporting such events. However, the installations procedures must specify the person
responsible for notifying BASI in the event of any aircraft accidents or incidents.
For accidents, this notification is to be provided by the quickest means available, to either
BASI or the local police. A written report is to be furnished as soon as practicable after the
accident.
For incidents, a written report is to be provided to BASI within 48 hours.
Page 46
The reporting of a bird strike incident, including a near miss, is mandatory.
The minimum information required by BASI for accident reports is as follows:
the make, model and registration of the aircraft;
the names of the owner and operator;
the name of the pilot in command;
date and time of the accident;
last point of departure, point of intended landing and nature of the flight;
location of the accident;
number of persons on board and number and names of any injured persons;
as far as is known, nature and cause of the accident;
description of damage to the aircraft;
information related to accessibility to the site of the accident.
The investigator of an aircraft accident or incident is empowered to demand such evidence,

documents and components as required for the investigation. Copies of flight plans, logs and
briefing documents should be retained for the investigation.
8.4 Accident Investigation
Within Australia, BASI has responsibility for the investigation of all civil aircraft accidents
and incidents. When an accident occurs, the aircraft is deemed to become the custody of the
Department of Transport and must not be removed or interfered with without specific
permission except as necessary for any rescue efforts. Otherwise, aircraft wreckage should
not be disturbed or moved until clearance is obtained from BASI or the police. Note that all
baggage and freight must only be removed from wreckage under the supervision of BASI or
the police.
Because of the specialist nature of knowledge required, any internal accident investigations
should involve aviation personnel with appropriate background and qualifications. Operating
companies may assist this process by:
interviewing passengers leading to written statements;
interviewing witnesses leading to written statements;
compiling an accurate map of the accident area showing locations and disposition of
wreckage and obstructions;
Page 47
taking an accurate and complete photographic coverage of wreckage and the accident site;
and
where possible, making arrangements, for the crew and passengers to be medically
examined immediately after any accidents.
On request BASI may agree to company representatives taking part in the initial investigation
and this has the advantage of allowing the early assessment of any necessary initial remedial
actions that need to be taken.
Page 48
APPENDIX A
HELIDECK DIMENSIONS AND MARKINGS
Page 49
1. GENERAL
This Annex provides guidance on the physical characteristics of helidecks on offshore

installations. It is not the intention of this appendix to provide detailed interpretation of the
loading criteria of a helideck established during its design and construction.
It is important that the helideck has a valid certificate of compliance issued by a competent
authority which will specify the maximum operating weight which can be supported on the
helideck or a maximum size of helicopter which the helideck can support. Where an authority
specifies a maximum helicopter size it does not necessarily mean that the obstruction
clearance limit requirements are being complied with.
Terminology Clarification
Various letter designations have been used in expressing helideck measurements. Most
commonly, D and LD refer to the distance between the forward-most point of the main
rotor arc to the rear-most point of the tail rotor arc. In this appendix, D will be used for this
measurement.
The criteria that follow are based on helicopter size and weight. These are summarised in
Table 1 below.
Table 1: 'D' Value and Helicopter Type Criteria
Type D value (metres) Rotor height Rotor Max weight Landing net size
(metres)* diameter (kg)
(metres)
Bolkow Bo 105D 11.81 3.80 9.90 2300 Not required
Bolkow 117 13.00 3.84 11.00 3200 Not required
Agusta A109 13.05 3.30 11.00 2600 Small
Dauphin SA 365N2 13.68 4.01 11.93 4250 Small
Sikorsky S76B and C 16.00 4.41 13.40 5307 Medium
Bell 212 17.46 4.80 14.63 5080 Not
required4
Super Puma AS332L/L1 18.70 4.92 15.00 8599 Medium
Bell 214ST 18.95 4.68 15.85 7936 Medium
Super Puma AS332L2 19.50 4.92 16.20 9150 Medium
Sikorsky S61N 22.20 5.64 18.90 9298 Large
EH101 22.80 6.65 18.60 14290 Large
With skid fitted helicopters, the maximum height may be increased when ground handling wheels are fitted.
Where skid fitted helicopters are used routinely landing nets are not recommended.
2. LOCATION
The location of a specific landing area is often a compromise given the competing
requirements for space. It should be situated so that:
It is located on the installation with respect to prevailing wind conditions, in such a

position that any structure induced airflow and temperature effects are minimised;
Ready access to and from the accommodation area is provided without the need to pass
through working areas;
Page 50
The clear approach and take-off sector recommended in Section 4 is available, with due
regard to prevailing winds;
Air turbulence due to adjacent structures and temperature gradients due to such items as
gas turbine exhausts, are minimised and remain acceptable for all wind directions. If
these conditions cannot be met it may be necessary to impose restrictions on helicopter
operations. In extreme cases where these may be particularly severe, a second landing
area is sometimes provided at the opposite side of the installation to cater for wind
directions unfavourable to the primary site;
It is 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 60 metres above
sea level, the regularity of helicopter operations may be adversely affected in low cloud
base conditions;
From the helicopter pilot's point of view, the preferred approach and take-off path for the
helicopter would be in such a direction(s) that the pilot in the right hand seat has the best
view of the obstacle environment;
Taking into account and allowing for all the points above, on balance the bi-sector of the
obstacle free sector should be positioned facing into the prevailing wind.
3. AIR TURBULENCE AND TEMPERATURE GRADIENT
Turbulent airflows across the landing area can be caused by wind flow around adjacent
structures and by exhausts such as from gas turbines, which can also cause temperature
gradients. These effects can seriously influence helicopter handling or performance
characteristics.
Landing areas situated directly on top of deep slab-sided structures, such as accommodation
modules, have been known to suffer from excess vertical airflow components unless there is
sufficient separation to allow airflow beneath the helideck.
For this reason the combined effects of airflow direction and turbulence, prevailing wind and
installation prime mover exhaust emissions, should be determined for each installation. As a
general rule, the vertical component of airflows resulting from wind velocities up to 25
metres per second should not exceed 0.9 metres per second over the landing area at main
rotor height.
Ideally, where gas turbines are installed and the exhaust gases may affect helicopter
operations, some form of exhaust plume indication should be provided for use during
helicopter operations, for example, by the production of coloured smoke. Unless it is obvious
that the air temperature in the vicinity of the flight paths to and from the helideck will not be
affected by the exhaust plume, a survey of ambient temperatures should be conducted during
periods when the wind is blowing directly past the turbine exhaust duct towards the landing
area. Where ambient temperature, in the vicinity of the flight paths and over the landing area,
is increased by more than 2C the helicopter operator should be informed.
Page 51
4. SIZE AND OBSTACLE-FREE ENVIRONMENT
For any particular type of single main rotor helicopter, the landing area should be sufficiently
large to contain a landing area circle of diameter D equal to the largest dimension of the
helicopter when the rotors are turning. This landing area circle should be unobstructed.
ICAO Annex 14 stipulates a 210 degree obstacle free sector for offshore helidecks while the
IMO MODU Code uses a 180 degree obstacle free sector. Existing installations having
smaller helidecks and generally operating in non-harsh environments should conform to the
IMO MODU Code, while those installations having larger decks and operating in hostile
environments should conform with ICAO Annex 14. New installations should be designed to
conform with the requirements of ICAO Annex 14 and UK CAP 437. The remainder of this
section provides guidance based on the more stringent ICAO standard.
The approach and departure path to a helideck should be obstruction free over an arc of 210
degrees from any point on the periphery of the landing area circle and extending out to 1000
metres. Within this sector only the following items may protrude above the landing area, but
to a height no more than 25 cm above the helideck:
The guttering or slightly raised kerb for drainage;
Landing area lighting;
The outboard edge of the safety net;
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.
The bisector of the obstacle free section should normally pass through the centre of the
landing circle or rectangle. The sector may be 'swung' by up to 15 degrees (Figure 1) in the
case of landing area circles.
Over the remaining 150 arc (ie outside the obstacle free sector) and out to a distance of 0.62
D measured from the centre of the helideck, objects shall not exceed a height of 0.05 D above
helideck level. Beyond that arc out to an overall distance of 0.83 D the limited obstacle
surface rises at a gradient of 1:2 (Figure A).
On the 150 limited obstacle sector side of the helideck, where the perimeter marking and
associated lighting encompass an area greater than the D-value, the obstacle clearances
referred to above and shown in Figure 1 should be measured from the perimeter
marking/lighting.
Page 52
Obstruction clearance is also required vertically downwards from the edge of the helideck in
the event of helicopter loss of height during the later 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. This clear zone should be provided over at least 180 degrees, with
an origin at the centre of the declared landing area, and with a falling gradient of 5 in 1 from
the edges of the landing area within the 180 degrees sector (Figure B). If a mobile obstacle
(eg a crane) is essential for the operation of the facility, the obstacle should not subtend over
an arc of more than 30 degrees as measured from the centre of the D circle. This obstruction
must not be operated when the helicopter is arriving, departing or operating on deck.
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.
It is recognised that when support vessels or installations are operating close to the main
installation, 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. Consultation with the helicopter operator in the
early planning stages can help to optimise support installation location for helicopter
operations.
Page 53
Figure A Obstacle Free Areas for Single Main Rotor Helicopters
Page 54
Figure B: Obstacle Free Areas - Below Landing Area Level

(For all types of helicopters)
Page 55
Page 56
5 SURFACE AND FIXTURES
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 non-skid materials.
Alternatively, extruded section aluminium decks should incorporate adequate non-slip
profiles in their design.
Landing areas should have a drainage system that will contain any rainwater and fuel
spills within its boundary and conducts them to a safe place. The deflection of the
helideck surface on any installation due to 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 or a slightly raised kerb 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 a proper drainage system. The capacity
of the drainage system should be sufficient to accept a maximum 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, type capacity, typical fuels loads and uplifts.
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 200mm. Netting should
not be constructed of polypropylene type material that is known to rapidly deteriorate
and flake when exposed to weather. The rope should be secured every 1.5 metres
round the landing area perimeter and tensioned. Tensioning to a specific value may
be impractical offshore, however 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 when
applying a vigorous vertical pull by hand.
6 HELICOPTER TIE-DOWN POINTS
Sufficient flush fitting (when not in use) tie-down points should be provided for
securing the helicopter types for which the landing area is designed. They should be
so located and be of such strength and construction so as to secure the helicopter when
subjected to weather conditions pertinent to the installation design considerations.
They should also take into account any significant inertial forces resulting from the
movement of floating installations.
7 SAFETY NET
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, with the inboard edge fastened level with, or just below, the edge
of the helicopter landing deck.
Page 57
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 75kg weight being
dropped from a height of 1 metre.
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 to avoid causing serious injury to persons
falling on to them. The ideal design should produce a 'hammock' effect that should
securely contain a body falling, rolling or jumping into it, without serious injury.
8 ACCESS POINTS
Many helicopters have passenger access on one side only and helicopter landing
orientation in relation to landing area access points is important. This is 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.
There should be a minimum of two access/egress routes to the helideck ideally located
equal distance around the perimeter. 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.
The provision of access ways and their associated platforms may conflict with the
vertical clearance requirements for helidecks, specifically the requirement for 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
that extend outboard from the perimeter safety net constitute a compromise in relation
to an unobstructed falling 5:1 gradient that may lead, in some instances, to the
imposition of helicopter operating restrictions. 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.
Where foam monitors are co-located with access points, care should be taken, where
possible, 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.
Where handrails associated with helideck access/escape points exceed the height
limitations, they should be retractable, collapsible or removable. Procedures should
be in place to remove, retract, or collapse them prior to helicopter arrival. Once the
helicopter has landed, and the crew has indicated that passenger movement may
commence, the handrails may be raised and locked in position. The handrails must be
collapsed or removed prior to the helicopter taking off.
Page 58
9 INSTALLATION MARKINGS GENERAL
The registered name or designation of the installation should be clearly displayed in

such a position on the installation that it can be readily identified from the air.
The installation identification should be marked on the helideck surface between the
origin of the obstacle-free sector and the touchdown marking in symbols not less than
1.2 metres high and in a colour that contrasts with the background. The name should
not be covered by the deck netting.
Helideck marking and lighting serves to identify the limits of the safe landing area
and dominant obstructions thereby facilitating the safe use of the helideck both for
day and night operation.
Where reference is made to the 'safe landing area' this means the area equal to or
greater than the 'D' value of the helideck, the outer limit of which is defined by the
perimeter marking and lighting. The obstacle protected surfaces outside the safe
landing area should ensure that any helicopter, the 'D' value of which is no greater
than the 'D' value of the helideck, can land within the safe landing area with no risk of
collision. The touch down marking (circle) is the aiming point for normal landings
and is so designed that the pilot's seat can be placed directly above it at any direction
with assured tail rotor clearance.
A wind direction indicator (windsock) should be provided and located so as to

indicate the wind conditions over the helideck. It should be illuminated for night
operations.
10 HELICOPTER LANDING AREA MARKINGS
The colour of the helideck should be dark green or dark grey. The perimeter of the
safe landing area should be clearly marked with a white painted line 0.3 metes wide.
Many aluminium helidecks are a natural light grey colour and often very difficult to
paint. The natural colour is usually acceptable provided measures are taken to ensure
the prominence of helideck markings.
The origin of the 210 degrees obstacle-free sector for approach and take-off 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 C. Where the obstacle-
free sector is swung in accordance with Section 4 this should be reflected in the
alignment of the chevron. The actual D value of the helideck (as quoted on the
Certificate of Compliance) should be painted on the helideck inboard of the chevron
in alphanumeric symbols of 0.1 metres high. Where 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 on the helideck in a similar manner to the certificated D value. The helideck
D value should also be marked around the perimeter of the helideck in the manner
shown in Figure 3 in a colour contrasting with the helideck surface. The D value
Page 59
should be to the nearest whole number with 0.5 rounded down, for example 18.5
marked as 18.
Figure C.
A maximum allowable weight marking should be marked on the helideck in a position

that is readable from the preferred final approach direction, i.e. towards the obstacle-
free sector origin. The marking should consist of a two digit number followed by the
letter 't' to indicate the allowable helicopter weight in tonnes (1,000kg). The height of
the figures should be 0.9 metres with a line width of approximately 0.12 metres and
be in a colour that contrasts with the helideck surface. Where possible the weight
marking should be separated from the installation identification marking in order to
avoid possible confusion on recognition.
Touchdown markings (aiming circles) should be provided as shown in Figure D).
Page 60
Figure D:
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 located 0.1 D from the centre of the landing area towards the outboard edge of
the helideck on the bisector of the obstacle-free sector.
A white H should be marked co-located with the touchdown marking with the bar
of the H lying along the bisector of the obstacle-free sector. Its dimensions are as
shown in Figure E.
Where the obstacle-free sector has been swung in accordance with Section 4 the
positioning of the touchdown marking and H should comply with the normal non-
swung criteria. The H should however, be orientated so that the bar is parallel to
the bisector of the swung sector.
Page 61
Figure E:
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. The
prohibited sector(s) are shown by white and red hatching of the touchdown reference
circle with the hatching extending out to the edge of the safe landing areas as shown
in Figure F.
Figure F:
Page 62
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.
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 will be indicated by use of the signal shown in Figure G.
This signal is the standard aviation industry 'landing prohibited' signal, except that it
has been altered in size to just cover the letter 'H' inside the aiming circles.
Figure G:
11 HELICOPTER LANDING AREA LIGHTING
The safe landing area should be delineated by all yellow lights visible omni-
directionally above the landing area level. These lights should not be below the level
of the deck and should not exceed the height limitations in Section 4. Alternate
yellow and blue lights are acceptable on existing installations. The lights should be
equally spaced at intervals of not more than 3 metres around the perimeter of the safe
landing area, coincident with the white line. The yellow lights should be of at least 25
candela intensity and the blue lights of at least 5 candela intensity. Higher intensity
lighting can be of assistance in conditions of poor visibility in daylight, but where
such lighting is fitted it should incorporate a brilliance control to reduce the intensity
to the values quoted for night use.
The landing area should also be floodlit if intended for night use. The floodlighting
should be so arranged as not to dazzle the pilot and, if elevated and located off the
landing areas, the system should not present a hazard to helicopters landing or taking
off and should be clear of the limited obstacle sector (150). Such floodlights should
be capable of being switched off at the pilots request.
It is particularly important to confine the illumination to the landing area since any
light overspill could cause reflections from the sea.
Page 63
The floodlighting should be controlled from the radio room or Helicopter Landing
Officer's office or be easily accessible by them.
If a condition can exist on a not-normally-manned installation that may be hazardous

for the helicopter or its occupants a visual warning system should be installed. The
system should be a flashing red light that is visible to the pilot from any direction of
approach and on any landing heading. The system should be automatically initiated at
the appropriate hazard level and be visible out to a range in excess of the distance at
which the helicopter may be endangered.
12 OBSTACLES - MARKING AND LIGHTING
Fixed obstacles that 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. Obstacles to be marked in these contrasting
colours include any lattice tower structures and crane booms which are close to the
helideck or the 150 degree sector boundary.
Omni-directional 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 150 degree sector 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 it will not
dazzle the helicopter pilot.
An omni-directional red light of intensity 25 to 200 candelas should be fitted to the

highest point of the installation unless it is less than 15 metres above the level of the
landing area. Where this is not practicable (such as on top of flare towers) the light
should be fitted as near to the extremity as possible.
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 omni-
directional 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 omni-directional visibility. As an alternative, the legs may
be floodlit providing the helicopter pilot is not dazzled.
Any ancillary structure within 1 kilometre of the landing area, and which is
significantly higher than it, should be similarly fitted with red lights. These red lights
should be arranged such that the location of the objects that they delineate is visible
from all directions above the landing area.
Page 64
APPENDIX B
SAMPLE HELIDECK INSPECTION CHECKLIST
Page 65
SAMPLE HELIDECK INSPECTION CHECKLIST
Name of Installation Date

Type of Installation Owner /
Operator
Location
Inspection Carried Out By
HELIDECK SURFACE
Item Comments. Follow up Action.

Condition.
Helicopter landing net.
Tie down points.
Net tension.
Perimeter safety net.
HELIDECK MARKINGS AND LIGHTING

Condition of marking.
Maximum allowable
helicopter take off mass.
Perimeter markings.
Chevron marking.
Obstacle Free Sector.
Landing circle.
Perimeter lights.
Flood lighting.
D Value.
Obstructions.
ACCESS POINTS

Safety signs at helideck
access points.
Stairways.
Handrails.
ADDITIONAL HELIDECK EQUIPMENT
Page 66

Windsocks.
Helideck drainage.
Fuel spill collection sump.
Anemometer.
Precision
Barometer/Altimeter.
Ambient temperature.
Roll/Pitch/Heave/Yaw/
Heading indicators.
Chocks and tie down
straps.
Baggage scales.
Helicopter start up power.
COMMUNICATIONS EQUIPMENT

Aeronautical VHF.
HLO mobile radio.
Non Directional Beacon.
Marine VHF.
FUEL

Jet A1 installation general
condition.
Quality control procedures
and records.
Condition of hose, fittings.
Earthing equipment.
Note: Fuel systems and handling procedures should be the subject of a detailed inspection
by suitably qualified personnel.
Page 67
PASSENGER BRIEFING PROCEDURES

Helicopter emergency and
safety diagrams/posters.
Manifest procedure.
Helicopter safety video.
Alternate briefing method.
Life jacket fitting and
checking procedures.
Control of passengers.
FIRE FIGHTING EQUIPMENT
Extinguishers.

Type.
Size.
Number.
Charged.
Accessible.
Maintenance records.
Inspection tags.
Foam/Hydrants/Hoses/Lines.

Foam compound.
Foam making equipment.
Hydrants.
Water supply.
Hose line condition.
Maintenance records.
Test records.
Accessibility.
Page 68
RESCUE EQUIPMENT
Equipment Quantity Operational condition

Good Requires Unserviceable
maintenance
Aircraft type axe.
Heavy duty hacksaw and
blades.
Grab hook.
Hook knife.
Large crow bar.
24 Bolt cutters.
Gloves.
Fire blanket.
Adjustable wrench.
Ladder (5 metres)
extendable.
Safety Torch/lamp.
PROTECTIVE EQUIPMENT
Equipment Quantity/ Operational Condition

Type
Good Requires Unserviceable
maintenance
Gloves.
Boots.
Helmet with visor.
Safety lamp.
Harness.
Lifeline.
Breathing Apparatus.
Fireproof suits.
Page 69
TRAINING

Trained personnel.
Courses provided.
Training procedures.
Training records.
Helideck drills.
Page 70
APPENDIX C
SAMPLE FLIGHT MANIFEST
Page 71
Sample Flight Manifest
AIRCRAFT TYPE ________________ REG NO ____________ DATE _______
CAPTAIN ______________________ CO-PILOT _________________________
FROM ____________________________ ETD _____________________________
TO ______________________________ ETA _____________________________
No Name Company Pax Wt Baggage Total

(kg) Wt (kg) Wt (kg)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Total
Item Description of Freight Wt (kg)
Total
Total Weight of Pax and Freight
Company Representative ........................ ........................................................................
Aircraft Captain ...................................... ........................................................................
Page 72
APPENDIX D
GLOSSARY
Page 73
Abbreviations
The following abbreviations are used throughout these Guidelines.
AFFF Aqueous Film Forming Foam.

AIP Aeronautical Information Publication.
ALARP As Low As Reasonably Practicable.
API American Petroleum Institute.
APPEA Australian Petroleum Production and Exploration Association Ltd.
BASI Bureau of Air Safety Investigation.
CAAP Civil Aviation Advisory Publication.
CASA Civil Aviation Safety Authority.
CAO Civil Aviation Order.
CAP Civil Aviation Publication.
CAR Civil Aviation Regulation.
CSS Coordinated Surface Search.
DG Dangerous Goods.
DISR Department of Industry, Science and Resources.
ER Emergency Response.
ERP Emergency Response Plan.
FD Facility Description.
FSA Formal Safety Assessment.
HLO Helicopter Landing Officer.
HUET Helicopter Underwater Escape Training.
IATA International Air Transport Association.
ICAO International Civil Aviation Organisation.
IFR Instrument Flight Rules.
IMC Instrument Meteorological Conditions.
IMO International Maritime Organisation.
MAE Major Accident Event.
MODU Mobile Offshore Drilling Unit.
MSDS Material Safety Data Sheet.
OGE Out of Ground Effect.
OIM Offshore Installation Manager.
PPE Personal Protective Equipment.
P (SL) A Petroleum (Submerged Lands) Act.
SAR Search and Rescue.
SARBE Search and Rescue Beacon Equipment.
SC Safety Case.
VFR Visual Flight Rules.
Reference Documents
Oil Industry International Exploration & Production Forum, Aviation Management

Guide Report 6.51/239, 1998
UK Civil Aviation Publication CAP 437
International Civil Aviation Organisation Annex 14
UK Civil Aviation publication CAP426 "Helicopter External Load Operations"
Page 74
Definitions and Terms
Days Off - Periods free from all duties. A single day off shall include two local
nights. Consecutive days off shall include a further local night for each additional
consecutive day off. A rest period may be included as part of a day off.
Duty Period - Any continuous period during which a crew member is required to
carry out any task associated with the business of an aircraft operator including any
period spent completing post flight duties. Duty periods particularly affect crew
members required to carry out administrative, managerial or executive roles in
addition to flying duties.
Flying Duty Period (FDP) - Any time during which a person operates in an aircraft
as a member of its crew, commencing when the crew member is required to report for
a flight and finishing at on-chocks, engines off, or rotors stopped, on completion of
the final sector.
Flying Hours - The flight time logged in the official Technical Log of the aircraft.
Hostile Environment - An environment in which a safe forced landing cannot be

accomplished because the surface is unsuitable or the aircraft occupants cannot be
adequately protected from the elements or search and rescue response/capability is not
provided consistent with anticipated exposure or there is unacceptable endangering of
persons or property on the ground. In addition for overwater operations, the sea areas
north of 45N or south of 45S are considered hostile.
Instrument Flight Rules (IFR) - Internationally agreed rules governing the conduct
of flight without visual reference and to ensure separation from ground obstacles and
other aircraft.
Instrument Meteorological Conditions (IMC) - Weather minima below which flight

must be conducted under IFR.
Non-hostile/Non-harsh - An environment in which a safe forced landing can be

accomplished and the aircraft occupants can be protected from the elements and
search and rescue response/capability is provided consistent with anticipated
exposure.
Rest Period - A period of time before starting a flying duty period which is designed
to give crew members adequate opportunity to rest before a flight.
Standby Duty - A period during which an operator places constraints on a crew

member who would otherwise be off duty. However, it must not include any time
during which an operator requires a crew member to be contactable for the purpose of
giving notification of a duty which is due to start 10 hours or more ahead
Visual Flight Rules (VFR) - Rules requiring aircraft to remain at specified distances
from cloud, and in specified flight visibility in order not to have to comply with the
Instrument Flight Rules. In essence, see and be seen.
Page 75

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GUIDELINES FOR

Australian Petroleum Production & Exploration Association Limited

ACN 000 292 713 ISBN 0 908277 26 1

IMPORTANT LEGAL NOTICE

The Australian Petroleum Production & Exploration Association Limited (APPEA)

The Commonwealth Government Department of Industry, Science and Resources

The three main sections are:

Facility Description (FD);

Safety Management System (SMS); and

Formal Safety Assessment (FSA).

APPEA, as the collective representation of the upstream petroleum industry in

5 ..... OFFSHORE FACILITIES......................................................................................................29

SAMPLE HELIDECK INSPECTION CHECKLIST....................................................................65

OFFSHORE HELICOPTER OPERATIONS

1.1 Purpose and Scope

1.2 Relationship with Regulations/Legislation

The principal components are:

Company standards, which should provide the demonstration of managing risks to

Guidelines for Offshore Helicopter Operations

Facility Description P(SL)A

specific requirements for

Formal Safety Emergency Response

Guidelines identification and QRA

Fire Risk Analysis

Figure 1.2: General Relationship Between this Document (Upstream Industry

DISR Guidelines for

Upstream General Guidelines

2.1 Limitations of the Helicopter

increasing the weight or payload;

increasing the altitude and the temperature;

decreasing the wind speed.

The ability of a helicopter to climb vertically, hover at various heights and to

2.2 Twin Engine Helicopter Performance Considerations

It is a responsibility of the installation and the helicopter operator to ensure that

2.3 Use of Twin Or Single Engine Helicopters

The helicopter is fitted with flotation devices;

Inflatable life jacket worn by each person on board;

Helicopter operations are conducted with constant radio watch;;

Helicopter characteristics must be such as to provide safe emergency landings,

Water temperatures are above 16C;

The environment is determined to be non-harsh or non-hostile.

2.4 Visual / Instrument Flight Rules (VFR/IFR)

Helicopter operations in support of offshore activities will require IFR capability or

2.5 Equipment Fitted In Aircraft

Aviation regulations require certain safety equipment to be carried in passenger

flotation gear (or fixed floats);

life jackets for all crew and passengers;

underwater sonar location device;

first aid kit;

survival pack suitable for the operating environment;

emergency exit illumination system.

2.6.1 Minimum Pilot Levels

The recommended number of pilots for routine helicopter operations offshore is

Table 2.1 - Pilot levels

VFR IFR and Night

Table 2.2 - Recommended Aircrew Experience Requirement

PILOT QUALIFICATIONS MULTI-ENGINE OVER MULTI-ENGINE UNDER SINGLE ENGINE UNDER

Notes 1. Maximum All Up Weight

Table 2.2 (Continued)

RELEVANT ROLE EXPERIENCE

2.6.2 Flight and Duty Time Limitations

2.6.3 Single Pilot Operation

in VFR conditions; and