PETRONAS TECHNICAL STANDARDS

DESIGN AND ENGINEERING PRACTICE

MANUAL (SM)

PRACTICE FOR THE DESIGN OF

HELIDECKS ON FIXED OR MOBILE
OFFSHORE INSTALLATIONS

PTS 20.053
DECEMBER 1989

PREFACE

PETRONAS Technical Standards (PTS) publications reflect the views, at the time of publication,
of PETRONAS OPUs/Divisions.
They are based on the experience acquired during the involvement with the design, construction,
operation and maintenance of processing units and facilities. Where appropriate they are based
on, or reference is made to, national and international standards and codes of practice.
The objective is to set the recommended standard for good technical practice to be applied by
PETRONAS' OPUs in oil and gas production facilities, refineries, gas processing plants, chemical
plants, marketing facilities or any other such facility, and thereby to achieve maximum technical
and economic benefit from standardisation.
The information set forth in these publications is provided to users for their consideration and
decision to implement. This is of particular importance where PTS may not cover every
requirement or diversity of condition at each locality. The system of PTS is expected to be
sufficiently flexible to allow individual operating units to adapt the information set forth in PTS to
their own environment and requirements.
When Contractors or Manufacturers/Suppliers use PTS they shall be solely responsible for the
quality of work and the attainment of the required design and engineering standards. In
particular, for those requirements not specifically covered, the Principal will expect them to follow
those design and engineering practices which will achieve the same level of integrity as reflected
in the PTS. If in doubt, the Contractor or Manufacturer/Supplier shall, without detracting from his
own responsibility, consult the Principal or its technical advisor.
The right to use PTS rests with three categories of users :
1)
2)
3)

PETRONAS and its affiliates.

Other parties who are authorised to use PTS subject to appropriate contractual
arrangements.
Contractors/subcontractors and Manufacturers/Suppliers under a contract with
users referred to under 1) and 2) which requires that tenders for projects,
materials supplied or - generally - work performed on behalf of the said users
comply with the relevant standards.

Subject to any particular terms and conditions as may be set forth in specific agreements with
users, PETRONAS disclaims any liability of whatsoever nature for any damage (including injury
or death) suffered by any company or person whomsoever as a result of or in connection with the
use, application or implementation of any PTS, combination of PTS or any part thereof. The
benefit of this disclaimer shall inure in all respects to PETRONAS and/or any company affiliated
to PETRONAS that may issue PTS or require the use of PTS.
Without prejudice to any specific terms in respect of confidentiality under relevant contractual
arrangements, PTS shall not, without the prior written consent of PETRONAS, be disclosed by
users to any company or person whomsoever and the PTS shall be used exclusively for the
purpose they have been provided to the user. They shall be returned after use, including any
copies which shall only be made by users with the express prior written consent of PETRONAS.
The copyright of PTS vests in PETRONAS. Users shall arrange for PTS to be held in safe
custody and PETRONAS may at any time require information satisfactory to PETRONAS in order
to ascertain how users implement this requirement.

CONTENTS
PREFACE
1.

INTRODUCTION

2.

DESIGN HELICOPTER

3.

LOCATION AND ACCESS

4.

SIZE AND OBSTACLE ENVIRONMENT

5.

STRUCTURAL DESIGN

6.

SURFACE

7.

TIE DOWN POINTS

8.

VISUAL AIDS

9.

SAFETY NET

10.

SATELLITE INSTALLATIONS

11.

SAFETY EQUIPMENT

REFERENCES
FIGURES

1.

Envelope of restricted vertical air flow velocities

2.

Obstacle free areas above the helideck, single main rotor helicopters

3,4.

Obstacle free areas above the helideck, tandem main .rotor helicopters

5.

Obstacle free sector below the helideck

6.

Helicopter undercarriage configurations

7.

Helicopter landing area markings

8.

Boeing 234 LR Chinook landing area

APPENDICES
1.

Helicopter data

2.

Deck plate, stiffening and supporting structure design

3.

Plating design - worked example of recommended method

PREFACE TO ORIGINAL REPORT, APRIL 1981

The need has arisen to consolidate the Group's, and the industry's experience in helideck design. The
various worldwide regulatory bodies and the various personnel in charge of helicopter operations have been
working to more clearly define a helideck's service requirements. This has led to different worldwide
standards, even for helidecks subject so similar operations. Progress has been made, for instance, in
defining loads and in analysis techniques, resulting in safer and more economic helidecks. This document
consolidates the experience and knowledge gained to date and will unify PETRONAS Company standards
PREFACE TO REVISED REPORT, 1989
Due to continuing changes in aircraft specifications the need has arisen to revise the data tables contained in
the original issue of April 1981. Shell Aircraft London have supplied the latest helicopter data for inclusion in
this revision. The opportunity has also been taken to revise the structural design guidelines of the original
report by incorporating the method recommended by Lloyds Register of Shipping specifically for helideck
design.

1.

INTRODUCTION
This document details the minimum acceptable criteria for the design of helidecks on PETRONAS
offshore installations. In general the PETRONAS design criteria will satisfy the requirements of the
various worldwide regulatory bodies. However, due to the developing nature of offshore regulations,
the local regulations should be reviewed prior to design work being undertaken.
Where design is subject to approval by a government agency, then it is recommended that the
design criteria and methods be agreed prior to any design work being started. Agency requirements
that are known to differ from those considered necessary by PETRONAS are highlighted together
with recommended courses of action.

2.

DESIGN HELICOPTER
The resultant design for a particular helideck is dependent upon the helicopters that will fly to and
from the installation in question. The helicopters to be considered will have to be defined before
design work is started. In general it is the largest, heaviest helicopter that will govern helideck
design. It is essential, however, that the effects of all helicopters likely to be serving the installation
are considered when designing the helideck.

3.

LOCATION AND ACCESS

The location of a single landing area is often a compromise and for this reason aerodynamic and
other testing of installation models may be required. Where the design parameters given below
cannot be achieved, it may be necessary to impose restrictions upon helicopter operations, for
example as a result of tests in relation to wind speed and/or direction. Where it is likely that the
availability of a single landing area would impose severe restraints upon the regularity of helicopter
operations, it may be advisable to provide two separate landing areas, probably diametrically
opposed and each satisfying, as far as possible, the criteria given in this section.
The landing area should be accessible to the living accommodation and should be capable of being
reached without passing through working areas. For helidecks with a high frequency of landings, e.g.
North Sea area, access should be provided at two locations on opposite sides of the helideck. For
less frequently used helidecks one stairway may be replaced by a vertical ladder.
Many helicopters have passenger access on one side only. Helicopter landing orientation (see
Section 4) in relation to landing area access points is important. Embarking and disembarking
passengers must not pass through helicopter rotor danger areas when the rotors are turning. These
areas are usually associated with the tail rotor, but with certain modern aircraft the area swept by the
forward part of the front rotor may also be a rotor danger area.
The landing area should be located so that a clear approach and take-off sector is available,
preferably into the prevailing winds.
It should be least affected by structure-induced turbulence or by high temperatures and turbulence
from the exhausts of gas turbines. Landing areas which are located directly upon deep. slab-sided
structures, such as accommodation areas, are liable to suffer from excessive vertical airflow
components unless there is sufficient separation to allow airflow beneath the helideck. The combined
effects of airflow direction, turbulence, prevailing wind and turbine exhaust stack emissions must be
determined for each installation. Where such effects cannot be directly determined, such as for large
modularised decks or platform complexes with the decks in close proximity, then wind tunnel flow
measurements should be performed. This information should be made available to the helicopter
operator. Generally, the vertical component of air flows, resulting from wind of up to 25 metres per
second, should not exceed 0.9 metres per second over the helideck at the main rotor height.
Beyond the helideck this vertical wind velocity limitation applies to an envelope defined by a
horizontal distance 2 'D' (see Section 4) measured from the edge of the helideck, and by an upward
sloping line drawn from the edge of the helideck at main rotor heights at an angle of 30 to the
horizontal. This restriction is limited to the obstacle free landing and take-off sector as defined in
Section 4. The envelope described above is shown in Figure 1.
Where gas turbines are installed and where the exhaust gases may effect helicopter operations,
some form of exhaust plume indication, for example by the production of coloured smoke, should be
provided during helicopter operations. Unless it is obvious that the air temperature in the vicinity of
the flight paths, to and from the landing area, will not be affected by the exhaust plume, a survey of
ambient temperatures should be conducted. This should be done during periods when the wind is
blowing directly from the turbine exhaust ducts towards the helideck. Where the ambient temperature
is increased by more than 3C the helicopter operator shall be advised.
It may be necessary in difficult design cases for some form of permanent heat sensor
instrumentation to be installed to give guidance to the helicopter pilot on the temperature profile
which may be encountered during operations at the installation.
Attention should be paid to the emission of vented gases from the platform which could be ingested
by the helicopter engine intakes during the take-off or landing sequences.

4.

SIZE AND OBSTACLE ENVIRONMENT

Helideck dimensions are defined in terms of a helicopter- related dimension 'D'. The installation's
operations manual, and where required the Certificate of Fitness or equivalent, should as well as
stating those helicopters which may use the helideck, state the maximum size 'D' for which the
helideck area is considered suitable. Where the criteria described below cannot be met in full, then
the relevant government agency and helicopter operator should be consulted with a view to defining
any operational restrictions that may be considered necessary. Any operational restriction should be
included in the operations manual and, where applicable, the Certificate of Fitness or equivalent.
Your attention is drawn to Figures 2, 3, 4 and 5.
For any particular type of single main rotor helicopter, the landing area should be sufficiently large to
contain a circle of diameter 'D' equal to the overall length of that helicopter measured across the
main and tail rotors in a fore and aft line. The circle of diameter 'D' should be unobstructed. For any
helicopter with tandem main rotors a measurement across the main rotors in the fore and aft line is
to be established as 'D'. A rectangular landing area for such helicopters should be provided with a
minimum length of 0.9 'D' and with a minimum width of 0.75 'D'.
An approach and take-off obstacle-free sector should be provided above the helideck as detailed in
Figures 2, 3 and 4. This sector should totally enclose the landing area and extend over an arc of at
least 210. For single main rotor helicopters the sector may originate from any point on the landing
circles circumference. For tandem main rotor helicopters the sector must originate at the mid point of
the inboard edge of the landing rectangle. Within this sector, and out to a distance of 1000 metres
from the periphery of the landing area, only the following items may exceed the height of the landing
area, but should not do so by more than 0.25 metres:
i) the guttering or slightly raised kerb associated with the requirements in Section 6;
ii) the lighting as required by Section 8.2;
iii)the outboard edge of the safety net as required by Section 9;
iv) handrails and other items associated with the landing area which are incapable of complete
retraction or lowering for helicopter operations.
Within the remaining 150 degree sector, and out to a distance from the centre of the landing area
circle or rectangular equal to 0.83 'D', objects should not exceed a height above the landing area of
0.05 'D'.
It is recommended that an obstacle-free sector is provided below the helideck. The provision of this
sector will allow the helicopter pilot some air space in which to recover from a height loss during the
later stages of approach or the early stages of take-off. Such an obstacle-free sector may be
provided by defining an envelope in which all installation components must fit. This envelope is
defined by a horizontal 180 degree arc measured from the centre of the aiming circle (see Section
8.1) and by a line with a downward gradient of 1 in 5 being constructed from each point on the edge
of the helideck. Figure 5 shows the obstacle-free sector below the helideck as described above and
defines its relationship with the 210 take-off and approach sector.
Note that current Norwegian regulations relating to size and obstacle environment differ from those
outlined below. Prior to commencing design of a helideck intended for Norwegian waters, the current
regulations will have to be studied. Any requirements more onerous than the above must be
identified and incorporated into the design.

5.

STRUCTURAL DESIGN
The following is applicable to the design of steel decks and Appendix 2 contains further details of the
design method. The use of other materials for deck construction requires further detailed
consideration. Requirements related to the design of aluminium decks may be found in Section 2.5.2
of Appendix 2.
The landing area and take-off area should be designed for the highest anticipated category of
helicopter that will serve the installation.
There are basically three undercarriage configurations in use; these are shown in Figure 6 together
with the terms used to describe undercarriage components. For the purpose of design it is to be
assumed that the helicopter will land on:
i)

two skids of the skid-mounted helicopters (configuration 1. Figure 6) in which case the
landing load per skid shall be half the total landing load;

ii)

the main gear (configuration 2, Figure 6) in which case the landing load per leg of the gear
shall be half the total landing load;

iii)

the main and secondary gear (configuration 3, Figure 6) in which case the load distribution to
each undercarriage shall be in proportion to the static loads they carry.

Note that one leg may have one or two wheels. The associated contact area plays an important role
when considering the deck plate thickness of the helideck. The undercarriage configuration and
contact areas of the tyres/skids should conform to values given by the helicopter manufacturer(s).
Consideration in the helideck design shall also be given to other types of loading such as the live
loads in excess of the minimum live load (snow, personnel, cargo transfer, rotor down wash, etc.) of
0.5 kN /m.
The operational loads (Section 5.1) and survival (emergency loading) loads (Section 5.2) shall be
combined with environmental loads, dead loads and live loads.
The helideck consists of:
I

Deck plating

II

Deck secondary structure: stiffeners

III

Primary supporting structure: girders, pillars, trusses.

These terms will be used in the definition of the loads and allowable stress calculation methods to
follow.
5.1

Operational condition

5.1.1

Loads
The operational (normal usage) load is defined as the heavy landing of the fully loaded design
helicopter(s) which shall be positioned so as to produce the most severe loading condition for each
structural member under consideration. The operational load shall be taken as 1.5 * maximum takeoff weight of the design helicopter (s). For example, for case ii) above helicopters the loading per leg
is 0.75 * maximum take-off weight.
For the design of the deck stiffening a minimum live load of 0.5 kN/M shall be superimposed. For
the design of the primary supporting structure in addition to the helicopter loads above a live load of
0.5 kN /M plus the structural deadweight of the deck and stiffeners shall be applied. Simultaneously,
a lateral loading of 0.5 x the maximum take-off weight of the helicopter plus 0.5 x the deadweight of
the helideck shall be applied for design of the primary supporting structure (see load case (3) of
Table 2.2.1, Appendix 2).
When the helideck is mounted on a mobile offshore platform, accelerations corresponding to
operating environmental conditions shall be included in the maximum take-off weight.

5.1.2

Allowable stresses
For the operational condition the maximum allowable stresses are as follows (see Table 2.2.2 of
Appendix 2):
Deck secondary structure (stiffeners) in bending: 0.718 x Fy
Primary supporting structure for combined bending and axial: 0.6 x (Fy, 0.2% proof stress or
compressive buckling stress which ever is lesser)
(where Fy - minimum specified yield stress of the material).
The thickness of the deck plating may be calculated by the method set out in Appendix 2. The
primary supporting structure may be designed with the aid of direct calculation methods in
conjunction with an appropriate design code (references 3 and 4).

5.2

Survival condition

5.2.1

Loads
The survival load is defined as the emergency landing of the fully loaded design helicopter(s) which
shall be positioned so as to produce the most severe loading condition for each structural member
under consideration. The survival load shall be taken as 2.5 * maximum take-off weight of the design
helicopter(s) multiplied by a factor f. The factor f shall either be 1.15 for landing decks forming the
upper boundary of manned spaces, e.g. accommodation spaces, control rooms, etc., or 1.0
elsewhere.
For the design of the deck stiffening a minimum live load of 0.2 kN /m shall be superimposed. For
the design of the primary supporting structure in addition to the helicopter loads above a live load of
0.2 kN/m plus the structural deadweight of the deck and stiffeners shall be applied. Simultaneously
a lateral loading of 0.5 x the maximum take- off weight of the helicopter shall be applied for the
design of the primary supporting structure (see load case (2)) of Table 2.2.1, Appendix 2).
When the helideck is mounted on a mobile offshore platform, accelerations corresponding to
operating environmental conditions shall be included in the maximum take-off weight.

5.2.2

Allowable stresses
For the emergency landing condition the maximum allowable stresses are as follows (see Table
2.2.2 of Appendix 2):
Deck secondary structure (stiffeners) in bending: Fy
Primary supporting structure for combined bending and axial: 0.9 x (Fy, 0.2% proof stress or
compressive buckling stress whichever is the lesser)
(where Fy - minimum specified yield stress of the material).
The thickness of the deck plating may be calculated by the method set out in Appendix 2.
The prime consideration for the specification of the above maximum allowable stresses and the
proposed calculation methods is that under emergency landing conditions the deck plating and the
secondary structure are allowed to be subject to gross deformations in contrast with the primary
support structure which should remain intact.

5.3

Overall distributed loading

5.3.1

Loads
The helideck shall also be assessed for a distributed loading of 2 kN /m over the entire landing area.
This load is to cover for temporary loading conditions of the helideck and is to be considered without
the effects of helideck or helicopter self-weight or any horizontal loading.

5.3.2

Allowable stresses
Deck secondary structure (stiffeners) in bending: 0.6 x Fy
Primary supporting structure in bending: 0.6 x Fy
For combined bending and axial: 0.6 x (Fy, 0.2% proof stress or compressive buckling stress
whichever is the lesser)
(where Fy - specified minimum yield stress of the material).
The thickness of the deck plating may be calculated by the method set out in Appendix 2.

5.4

Installation
Loads experienced during helideck construction including static and dynamic forces that occur during
lifting, loadout and transportation should be considered in accordance with the appropriate design
code. In particular decks are often fabricated upside down to facilitate down-hand welding of
stiffeners to deck plate. An assessment of the stresses incurred during the process of uprighting the
structure should be made.

6.

SURFACE
The landing area should have an overall coating of non-slip material and all coloured markings on
the surface of the landing area should be made with non-skid materials. Attention must be paid to the
durability of the coating. Flaking of the material must be prevented since the flakes, especially with
aggregate present for non-slip purposes, are a serious hazard to helicopter engines.
To ensure adequate drainage on field installations, the landing area should be laid to a fall* or
cambered to prevent rainwater and fuel spills from remaining on the deck. The deflection of the deck
surface 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 the other parts
of the installation and to conduct the spillage to a safe place.
A tautly stretched rope netting should be provided to aid the landing of helicopters with wheeled
undercarriages in adverse weather conditions. It is preferable that the net be made of 20 mm
diameter sisal. The maximum mesh size should be 200 mm. The net should be secured every 1.5
metres around its perimeter and tensioned such that the centre of the net cannot be lifted more than
250 mm. Netting of material other than sisal may be used subject to similar properties being
provided., Any proposed material should be subject to review by:
i)

the relevant government agency;

ii)

the helicopter operator,

or in the event of there being no government agency and the operator being unknown at the design
stage, Shell Aircraft Ltd. London. Net sizes are generally considered as follows:
-

small

6 metres

by 6 metres

medium:

12 metres

by 12 metres

large

15 metres

by 15 metres.

Appendix 1 gives helicopter data and includes the net sizes to be used for the various aircraft. For
helidecks that will be used by skid equipped helicopters, the advantages of improved stability
provided by the net may be offset by the risk of the skids becoming trapped. In such cases the use of
netting should be left to the discretion of the helicopter operator.
Some operating companies have provided wooden grills in lieu of a rope net. Such a solution can
increase operating limits such as allowable heave, pitch and wind speed. The dimensions of the
wooden grid mesh will be specific to individual helicopter types, and if it is decided to adopt this
solution, then the design should be produced in cooperation with the helicopter operator, and
approval sought from the relevant government agency if applicable.

7.

TIE DOWN POINTS

Sufficient tie down points should be provided, so located and of such strength and construction as to
be suitable for securing, in all conditions, the helicopter types for which the landing area is designed.
They should be fitted flush with the surface of the helideck, in order to reduce the risk of tyre or skid
damage, and adequately drained. Advice on the configuration of the tie down points should be
obtained from the helicopter operator or, in the event of the operator not being known at the design
stage, Shell Aircraft.
* typically 1:100

8.

VISUAL AIDS
The installation should display its registered name or designation in a manner which is visible from
helicopters approaching the installation.
Marking and lighting of the helicopter landing area will enable this area to be identified and facilitate
its use by day and night respectively. Marking and lighting of obstacles will help to ensure safe
standard of separation from such obstacles.

8.1

Helicopter landing area - markings (ref. Figures 7 and 8)

The colour of the landing area should be dark grey or dark green and its perimeter should be clearly
marked with a white painted line about 0.3 metres wide.
The 210 degree obstacle-free sector for approach and take- off, as defined on Figures 2, 3 and 4
should be marked on the helideck by two black lines each 1.0 metres long and 0.1 metres wide,
which will form the angle (see Figure 7c).
Where the helideck is too small to allow the actual angle to be marked, two black lines of the same
size but with added arrow head should be painted so that they point up the arms of the 210 degree
sector (see Figure 7d). In both cases the angle and helicopter 'D' size in metres should be painted in
the apex of the angle in letters and figures of about 0.1 metres high. Where a helideck has been
accepted which does not meet the full requirements, the helicopter 'D' size in metres and accepted
angle should be painted in the apex.
Aiming circles must be provided. The position, number and diameter of which will depend upon the
size of the landing area, the proximity of objects and the helicopter type(s) which it is intended to
operate onto the installation. In addition to the aiming circles and markings, a white letter 'H' should
be located within the aiming circles (see Figures 7a and 7b).
The following guidance is given on the standardised markings which will be required for landing
areas to be used by the larger helicopters of types Sikorsky S61N, Pumas 330 and 332, Bell 214ST
and Boeing 234LR. In certain areas Sikorsky S58T helicopters may be used. For completeness,
guidance for these helicopters is included. The guidance is only applicable to those landing areas
which fully meet the criteria in respect of size and approach and take-off sector provision. Normally,
unless the 150 sector has been swung to provide obstruction clearance (see Figures 2, 3 and 4),
the centre of the aiming circle will be located on the bisector of the 210 degree approach and take-off
sector and at the distance in from the outboard edge of the landing area indicated below.
a)

S58T-helicopters
Landing area

for 'D' size of 20.08 metres.

Aiming circle

inner radius 3 metres, outer radius 4 metres (i.e. 1 metre

wide) painted YELLOW. Centre located 8.25 metres
from outboard edge of the landing area, see Figure 7b.
Figure 7d shows the aiming circle for these helicopters
located within the S61N aiming circle.
For cases where S61N and S58T helicopters will use the
same helideck, it is permissible to provide only the S61N
aiming circle if so desired.

Helicopter landing

fuselage across the circle with main wheels on the edge

position of the aiming circle.

b)

c)

d)

e)

f)

S61N helicopters
Landing area

: for 'D' size of 22.2 metres.

Aiming circle

: inner radius 6 metres, outer radius 7 metres (i.e. 1 metre wide),

painted YELLOW. Centre located 9 metres from outboard edge of
landing area (see Figures 7c and 7d).

Helicopter landing

: fuselage across circle with pilot's eye line above edge position
edge of the aiming circle.

Puma 330 helicopters

Landing area

: for 'D' size of 18.10 metres.

Aiming circle

: as for S61N helicopter.

Helicopter landing position

: as for S61N helicopter position

Puma 332 helicopters

Landing area

: for 'D' size of 18.46 metres.

Aiming circle

: as for S61N helicopter.

Helicopter landing posiition

: as for S61N helicopter position

Bell 214ST helicopters

Landing area

: for 'D' size of 18.97 metres.

Aiming circle

: As for S61N helicopter.

Helicopter landing position

: as for S61N helicopter position

Boeing 234 LR 'Chinook' helicopters

Landing area

: for 'D' size of 30.18 metres, length of rectangle 27.18 metres (0.9
'D'), width of rectangle 22.65 metres (0.75 'D').

Aiming circle

: dimensions as for S61N, centre located at centre of rectangle

unless an S61N is to use the helideck, in which case the centre
shall be located 9.5 metres from the outboard edge of the helideck.
Alignment lines, 1 metre wide, shall extend longitudinally from the
periphery of the circle to the edges of the landing area (see Figure
8) and shall be painted YELLOW.

Dimensions of 'H' are given in Figure 7a. The 'H' is to be painted WHITE and is to be
centrally located in the aiming circle(s) and orientated so that the central horizontal bar of the
'H' is on the bisector of the obstacle-free sector. Should the obstacle free sector be swung as
indicated on Figure 2 then the bisector will not pass through the centre of the landing circle.
In this case the horizontal bar of the 'H' should be located on the centre of the aiming circle
but parallel to the bisector.
No specific aiming circle markings are proposed for smaller helicopter types, but such
smaller helicopters will be fully clear of obstructions if they land in the centre of the aiming
circles described above.

8.2

Helicopter landing area - lighting

Dual fittings should be installed where problems of access occur for the replacement of
unserviceable light fittings.
The density values quoted below for lights apply to the intensity of the light emitted from the unit
when fitted with all necessary filters and shades.
The landing areas should be delineated by alternate yellow and blue lights which are visible
omnidirectionally above the landing area level. The lights should not be below the level of the deck
and should also not exceed a height of 0.25 metres above the deck. They should be spaced at
intervals of 3 metres round the perimeter and the yellow lights should be at least 15 candelas and
the blue lights at least five candelas. 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 for night use.
The landing area should be floodlit if intended for night use. The flood lighting should be so arranged
as not to dazzle the pilot and, if elevated and located off the landing area, the system should not
present a hazard to helicopters landing or taking off. It is particularly important to confine the
illumination to the landing area since any light overspill could cause reflections from the sea. The
floodlighting should be controlled from the radio room or the helicopter landing officers' office.
The landing area perimeter lights should have an emergency power supply capable of keeping them
illuminated for a period of at least 24 hours. The floodlighting should preferably have a similar
emergency power supply.

8.3

Obstacles - marking and lighting

Obstacles should be readily visible. If a paint scheme is necessary to enhance identification by day,
alternate black and white, or orange and white, 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.
Omnidirectional red lights of at least ten candelas should be installed at suitable locations to provide
the helicopter pilot with visual information on the proximity and height of objects which exceed the
height of the landing area and are close to the landing area or to the boundaries of the 150 degree
sector. Where the highest point of the installation exceeds the height of the landing area by more
than 15 metres a red light, of not less than 25 nor more than 200 candelas to show omnidirectionally,
should be fitted where practicable at that point. Where it is not practicable, e.g. at the top of a flare
tower, such a light should be fitted at a lower level or on the next highest point. Further red lights of
at least ten candelas showing omnidirectionally should be fitted at 10 metre intervals, down to the
level of the landing area, except where such lights would be obscured or shielded by other
installation superstructure. As an alternative to the fitting of these additional (low output) red lights on
fixed tower structures, it is permissible for the structure to be floodlit. Any such floodlighting should
be so arranged as not to dazzle the helicopter pilot. Any ancillary structure within the 150 degree
sector which is remote from, but within a distance of 1000 metres of the main installation, should be
similarly lit if it significantly exceeds the height of the landing area.
Obstacle lighting should have an emergency power supply capable of supplying electricity for at least
24 hours.

9.

SAFETY NET
Safety nets for personnel protection should be installed around the landing area except where
structural protection exists. The netting used should be of a flexible nature with the inboard edge
fastened 0.6 metres below the level of the helicopter landing deck. The net should have an upward
and outward slope of approximately 25. This implies a net length of approximately 2 metres since
the tip of the net should be 0.25 metres above the helideck (see Section 4). The net should be strong
enough to withstand, without damage, an 85 kg weight being dropped from a height of 1.0 metres.
The net should be slightly slack to prevent bounce when an object lands on it. It is the function of the
safety net to catch and hold personnel. Injury should be minimised during this process, framing
should be arranged with this in mind.
Theoretical analysis of any safety net arrangement to prove compliance with the above strength
requirement is difficult if an efficient solution is desired. It is current practice to load test a chosen
safety net arrangement by dropping a 85 kg sack of sand from a height of 1.0 metres into its various
components.

10.

SATELLITE INSTALLATIONS
Where an installation is designed to serve as an unmanned satellite to a manned master installation,
provided the helicopter landing area on the master installation conforms to the criteria outlined in this
document, it will be acceptable for the landing area on the satellite to satisfy different criteria from
those above in respect of size and obstacle environment subject to the imposition of compensating
operational restrictions.
The helicopter landing area of the satellite installation must have a minimum diameter of 0.75 that of
the main rotor diameter of the helicopter concerned, which must be of the single main rotor/tail rotor
configuration. The landing area should be unobstructed, that is, have no obstacles on the installation
or in the immediate vicinity which exceed the elevation of the area. The access requirements of
Section 3 must be met and safety equipment as specified in Section 11 should be made available.

11.

SAFETY EQUIPMENT
The helicopter landing area should be provided with the following:
a)

Two carbon dioxide (CO2) extinguishers of an aggregate capacity of not less than 22.5 kg
(50 lb) or equivalent capacity BCF extinguishers with extension applicators.

b)

Two dry powder extinguishers of an aggregate capacity of not less than 45 kg (100 lb).

c)

In addition to the above the following equipment shall be installed at helidecks with a high
frequency of landings (i.e. a facility which is considered to be normally manned):
i)

a low expansion foam application system capable of discharging foam solution onto
the landing area at a rate of not less than 6 litres per minute per square metre of the
*prescribed area and

ii)

sufficient foam compound to enable the rate prescribed above to be continuously

maintained for a period of not less than five minutes.

Two fire hydrants shall be installed (one on each side of the deck: adjacent to the access
points). Each hydrant shall be fitted with 2 x 65 mm (2 ") individually valved instantaneous
couplings and a hose box containing 2 x 43 mm (1 ") hose and two pyrex branchpipes.
Two low-profile foam monitors located on either side of the helideck will be required.

* The 'prescribed area' is defined as an area equal to 0.75 (D), where D is the overall
length of the longest helicopter (as defined in Section 4 above) which the landing area is
designed to accommodate.

d)

The following fire-fighting equipment should be stored in a steel box less than 50 cm high
and easily accessible from the helicopter deck:

one axe, aircraft type

one large axe
one crowbar, 100 cm (3 ft)
one hacksaw, heavy duty
six hacksaw blades (spare)
one hook, grapple with 5 m wire rope
one safety knife
1 60-cm (24") bolt croppers
two suitable self-contained breathing apparatus
two sets of protective clothing
two sets of boots
two pair of asbestos gloves
two fire proof asbestos blankets
two fireman's helmets with face visors

one portable electric battery safety lamp.

A minimum of four sets of above equipment shall be provided on all normally manned
installations and two sets on each installation not normally manned.
Note that the above requirements are the minimum requirements they may be exceeded and
in some cases they will be required to be exceeded by local regulations. Safety
considerations must be carefully addressed.
REFERENCES
1)

Lloyds Register of Shipping

RULES AND REGULATIONS FOR THE CLASSIFICATION OF FIXED OFFSHORE
INSTALLATIONS, PART 4: STEEL STRUCTURES, CHAPTER 2: TOPSIDE FITTINGS AND ITEMS
July 1988

2)

Det Norske Veritas

RULES FOR CLASSIFICATION OF STEEL SHIPS, PART 3, CHAPTER 1, SECTION 2.

3)

American Petroleum Institute

RECOMMENDED PRACTICE FOR PLANNING, DESIGNING AND CONSTRUCTING FIXED
OFFSHORE PLATFORMS
API RP2A, 16th Edition, April 1986

4)

American Institute of Steel Construction

MANUAL OF STEEL CONSTRUCTION 8th Edition

5)

Letter from UEN/213, Shell UK Exploration and Production to Lloyds Register of Shipping, Offshore
Engineering Services Group, 6 September 1979

FIGURES
FIG. 1: ENVELOPE OF RESTRICTED VERTICAL AIRFLOW VELOCITIES

FIG. 2 : OBSTACLE FREE AREAS ABOVE THE HELIDECK -SINGLE MAIN ROTOR HELICOPTERS

FIG. 3 : OBSTACLE FREE AREAS ABOVE THE HELIDECK - TANDEM MAIN ROTOR HELICOPTERS

FIG. 4 : OBSTACLE FREE AREAS ABOVE THE HELIDECK - TANDEM MAIN ROTOR HELICOPTERS

FIG. 5 : OBSTACLE FREE SECTOR BELOW THE HELIDECK -SINGLE AND TANDEM MAIN ROTOR
HELICOPTERS

FIG. 6 : HELICOPTER UNDERCARRIAGE CONFIGURATIONS

FIG. 7 : HELICOPTER LANDING AREA MARKINGS

FIG. 8 : BOEING 234 LR CHINOOK LANDING AREA

Notes : 1.

2.

Perimeter painted WHITE, 0.3m. wide

H painted WHITE (see fig. 7a).
Aiming circle 1.0m. wide and painted YELLOW.
Chinook aiming lines painted YELLOW 1.0m. wide (see 8.1e)
Corners may be cut off as shown.

APPENDICES
APPENDIX 1 : HELICOPTER DATA
(Note that the figures quoted were correct at 1 October 1989).
Manufacturers revise their specifications from time to time.
It is recommended that the figures to be used are verified with the manufacturer or Shell Aircraft, London at
the start of design.

HELICOPTER DATA FOR HELIDECK DESIGN PURPOSES

Indicates optional undercarriage configuration wheels or skids.

**

Indicates helicopter not approved by Shell Aircraft for Group use at time of printing.

BOEING VERTOL 234 LR 'CHINOOK' HELICOPTER

Undercarriage configuration 3 Figure 6, each main gear leg has two wheels.
Gross weight

: 215.8 kN

Main gear tread

: 3.2 m

Secondary gear tread

: 3.4 m

Wheel base

: 7.9 m

Static load on each main gear leg

: 65.0 kN

Static load on each main gear leg wheel

: 32.5 kN

Separation between each wheel

: 0.37 m

Main wheel tyre pressure (approximately)

: 675 kN/m

Static load on each secondary gear leg

: 42.9 kN

Secondary wheel tyre pressure (approximately)

: 876 kN/m

Diameter of rotors

: 18.29 m

Overall length

: 30.2 m

SIKORSKY S61N HELICOPTER

Undercarriage configuration 2 Figure 6, the main gear is at the front, each main leg has two wheels, the tail
secondary gear has one wheel.
Gross weight

: 91.22 kN

Main gear tread

: 4.27 m

Wheel base

: 7.3 m

Static load on each main gear leg

: 38.96 kN

Static load on each main gear leg wheel

: 19.48 kN

Separation between each wheel

: 0.33 m

Main wheel tyre pressure (approximately)

: 655 kN/m

Static load on tail secondary gear

: 13.3 kN

Secondary wheel tyre pressure (approximately)

: 483 kN/m

Diameter of rotors

: 18.9 m

Overall length

: 22.3 m

AS 332L SUPER PUMA HELICOPTER

Undercarriage configuration 2 Figure 6, the main gear is at the rear, each main gear leg has one wheel, the
nose secondary gear has two wheels.
Gross weight

: 81.89 kN

Main gear tread

: 3.0 m

Wheel base

: 5.25 m

Static load on each main gear leg

: 27.2 kN

Static load on each main gear leg wheel

: 27.2 kN

Separation between each wheel

: 0.35 m

Main wheel tyre pressure (approximately)

: 900 kN/m

Static load on nose gear leg

: 27.2 kN

Static load on each nose gear leg wheel

: 13.6 kN

Nose gear wheel tyre pressure

: 600 kN/m

Separation between each nosewheel

: .16 m

Main rotor diameter

: 15.1 m

Overall length

: 18.5 m

PUMA SA 330J HELICOPTER

Undercarriage configuration 2 Figure 6, the main gear is at the rear, each main gear leg has two wheels, the
nose secondary gear has two wheels.
Gross weight

: 72.6 kN

Main gear tread

: 2.4 m

Wheel base

: 4.1 m

Static load on each main gear leg

: 24.2 kN

Static load on each main gear leg wheel

: 12.1 kN

Separation between each wheel

: 0.35 m

Main wheel tyre pressure (approximately)

: 585 kN/m

Static load on nose secondary gear leg

: 24.2 kN

Static load on each nose secondary gear leg wheel

: 12.1 kN

Secondary wheel tyre pressure (approximately)

: 585 kN /m

Main rotor diameter

: 15.0 m

Overall length

: 18.2 m

BELL 214 ST (1) HELICOPTER

Normal undercarriage configuration 2 Figure 6, single wheel main undercarriage, twin bogey nosewheel
(skids optional).
Gross weight

: 77.84 kN

Main gear tread

: 3.29 m

Wheel base

: 4.77 m

Static load on each main gear leg

: 25.95 kN

Static load on each main gear leg wheel

: 25.95 kN

Main wheel footprint

: 1893 kNm

Static load on nose gear leg

: 25.95 kN

Static load on each nose gear leg wheel

: 12.97 kN

Nose gear wheel footprint

: 1017 kNm

Separation between nose wheels

: 0.3 m

Main rotor diameter

: 15.85 m

Overall length

: 19.0 m

BELL 214ST (2) HELICOPTER

Undercarriage configuration skid (wheels optional)
Gross weight

: 77.84 kN

Skid separation

: 2.71 m

Skid Length

: 2.44 m

Main rotor diameter

: 15.85 kN
Skid length in deck contact

-2

-2

SIKORSKY S58T HELICOPTER

Undercarriage configuration 2 Figure 6, the main gear is at the front, each main gear leg has one wheel, the
tail secondary gear has one wheel.
Gross weight

: 57.85 kN

Main gear tread

: 4.27 m

Wheel base

: 8.61 m

Static load on each main gear leg

: 25.6 kN

Main wheel tyre pressure (approximately)

: 241 kN/m

Static load on tail secondary gear

: 6.67 kN

Secondary wheel tyre pressure (approximately)

: 207 kN/m

Main rotor diameter

: 17.1 m

Overall length

: 20.1 m

WESTLAND W30-100-60 HELICOPTER

Undercarriage configuration 2 Figure 6, single wheel main gear, double wheeled nose gear, fixed or
retractable.
Gross weight

: 56.93 kN

Main gear tread

: 3.1 m

Wheel base

: 5.45 m

Static load on each main gear leg

: 18.98 kN

Static load on each main gear leg wheel

: 18.98 kN

Main wheel tyre pressure

: 496 kN m

Static load on nose gear leg

: 18.98 kN

Separation between each nosewheel

: 75 mm

Static load on each nose gear leg wheel

: 9.49 kN

Nose gear wheel pressure

: 365 kN m

Main rotor diameter

: 13.34 m

-2

-2

BELL 212 HELICOPTER

Undercarriage configuration 1 Figure 6
Gross weight

: 49.83 kN

Skid separation

: 2.8 m

Skid Length

: 2.7 m

Rotor diameter

: 14.7 m

Overall length

: 17.5 m
Plan at skid level showing C of G position

BELL 412 HELICOPTER

Undercarriage configuration 1 Figure 6
Gross weight

: 52.94 kN

Skid separation

: 2.8 m

Skid length

: 2.4 m

Main rotor diameter

: 14.0 m

Overall length

: 17.1 m
Skid length in deck contact

SIKORSKY S76A HELICOPTER

Undercarriage configuration 2 Figure 6, the main gear is at the rear, each main gear has one wheel, the nose
secondary gear has one wheel.
Gross weight

: 45.81 kN

Main gear tread

: 2.44 m

Wheel base

: 4.93 m

Static load on each main gear leg

: 15.24 kN

Main wheel tyre pressure (approximately)

: 1103 kNm

Static load on nose secondary gear

: 12.68 KN

Secondary wheel tyre pressure (approximately)

: 966 kN/m

Main rotor diameter

: 13.4 m

Overall length

: 16.0 m

-2

AS 365N DAUPHIN HELICOPTER

Undercarriage configuration 2 Figure 6, the main gear is at the rear, each main gear has one wheel, the nose
secondary gear has two wheels.
Gross weight :

40.21 kN

Main gear tread

: 1.90 m

Wheel base

: 3.61 m

Static load on each main gear leg

: 15.20 kN

Static load on each main gear leg wheel

: 15.20 kN

Separation between each wheel

: .13 m

Main wheel tyre pressure

: 8.60 kN m

Static load on nose gear leg

: 12.59 kN

Static load on each nose gear leg wheel

: 9.81 kN

Nose gear wheel tyre pressure

: 550 kN m

Separation between nose wheels

: .11 m

Main rotor diameter

: 11.93 m

Overall length

: 13.5 m

-2

-2

AS 365C DAUPHIN HELICOPTER

Undercarriage configuration skid type as diagram, with hockey stick for protection of tail assembly (not
normally in contact with deck).
Gross weight

: 33.3 kN

Skid separation

: 1.96 m

Skid length

: 2.51 m

Rotor diameter

: 11.7 m

Overall length

: 13.3 m
Plan at skid contact level showing C of G position

AS 355F TWIN SQUIRREL (TWINSTAR)

Undercarriage configuration skid type as diagram
Gross weight

: 22.56 kN

Skid separation

: 1.80 m

Skid length

: 2.27 m

Static Load on each main gear leg

: 5.64 kN

Rotor diameter

: 10.7 m

Overall length

: 13.0 m
Plan at skid level showing C of G position

APPENDIX 2 : DECK PLATE, STIFFENING AND SUPPORTING STRUCTURE DESIGN

COMMENTARY TO BE READ IN CONJUNCTION WITH DESIGN METHOD
1)

The calculation method for deck plating and stiffeners included in this Appendix follows the method
recommended by Lloyd's Register (Reference 1) and is a revision from the method (DNV Ship Rules
- see Reference 2) included in the first issue of this EP report (EP-53471, April 1981). The Lloyd's
method has been developed specifically for design of helideck structures, for which the emergency
landing condition governs the deck plate design. A comparison of the two calculation methods for
identical loading conditions and stiffener aspect ratios indicates that the plate thicknesses required
by the Lloyd's method are generally less by some 25% than those required by the DNV Ship Rules
method. By implication, designs of new helidecks are likely to be lighter and cheaper than previously.

2)

For calculating the distribution of loads on the deck plate, stiffeners and supporting structure,
helicopter tyre print dimensions should be obtained from the manufacturer. If not then a print
dimension of 300 mm by 300 mm is to be assumed.

3)

Engineering judgement is required in obtaining rational contact areas for the emergency landing
condition. The contact area for a landing gear with more than one tyre may be assumed to be,
unless more accurate information is available, an equivalent patch area composed of the individual
static contact areas of each tyre. The static contact area is calculated using the tyre pressure and
tyre load based on the helicopter maximum take-off weight. Consideration should be given to the
effects on the structural design of tyre print dimensions of various aspect ratios (typically 1:1, 1:3 and
1:1/3).

4)

The deck design method below has relaxed the design load conditions for a helicopter with four sets
of landing gear (notably the Boeing 234LR Chinook). The first issue of this EP report assumed that
the helicopter lands on the rear secondary gear and the impact loads are transmitted by two wheels
only. The method below considers that under emergency landing conditions all four sets of gear will
contact the deck for load transmission with each gear sustaining load in proportion to the distance
from the helicopter's centre of gravity. Appropriate load combinations are specified in Table 2.2.1.

5)

The dimensions of deck panels selected (distances between stiffeners and between supporting floor
beams) will be dependent on the overall deck and support structure geometry. The influence of
fabrication cost or complexity, material availability plus any special requirements should also be
considered during the design.

6)

The effective flange width of the deck plate to be used in conjunction with stiffener proportions for
calculation of bending section modulii should be based on a rational method in keeping with
Reference 4. Permissible stresses are set out in Table 2.2.2.

7)

The permissible stresses given in Table 2.2.2 for the overall distributed loading and normal usage
load cases generally follow the normal allowable stresses of the AISC (Reference 4). Permissible
stresses in the deck secondary structure (deck stiffeners) for the normal usage load case are,
however, some 20% above normal allowables.
The increase recognises the comparative severity of this helicopter landing condition. Despite this
load case being referred to as "normal usage". a 1.5 g landing is not considered normal in aviation
terms and is a sufficiently uncommon and severe load condition to justify a higher than normal
allowable stress for non-primary structure. For further discussion of this subject the reader is referred
to correspondence between Shell UK Exploration and Production and the Offshore Engineering
Services Groups of Lloyds Register of Shipping (Reference 5).

8)

The method below includes a procedure for the design of aluminium helidecks. Notably a factor of
1.4 on plate thickness compared to steel plate has been included so that deflections of the deck
using each material are equivalent

Part 4, Chapter 2
Chapter 2
TOPSIDE ITEMS AND FITTINGS
CONTENTS
Section
1 Deck structure
2 Helicopter tending areas
3 Bridges and access gangways
4 Guard-rails and ladders
5 Machinery supports
6 Davits

APPENDIX 3 PLATING DESIGN - WORKED EXAMPLE OF RECOMMENDED METHOD

Design helicopter:
Gross weight
:

Boeing L234 Chinook

215.8 kN

Fore gear static load: 32.5 kN/ tyre

Rear gear static load: 42.9 kN/tyre

Impact load is distributed between all main undercarriages in proportion to the static loads (Section
2.4.1 Appendix 2)
1.

Rear gear

Rear type pressure (see Appendix 1) = 876 kN/m

Static load on each, rear tyre = 42.9 kN
2
Contact area under static load = 0.049 m
a)

As tyre contact dimensions cannot be directly determined assume

u/v = 1
u/v = 1/3
u/v = 3

for which u = v = 0.221 m

for which u = 0.128 m, v = 0.383 m
for which u = 0.383 m, v = 0.128 m

b)

Assume various stiffener/girder spacing dimensions:

s = 0.5, 0.6, 0.7, 0.8, 0.9 and 1.0 m
a = 1.0, 1.5 and 2.0 m

c)

Assume plate material to be BS4360 grade 50C for which the minimum specified yield stress is 370
2
N/mm

d)

Assume helideck forms upper boundary of manned space.

Using the notation of section 2.4 Appendix 2
k = 245/370 = 0.662
P1 = 2.5 * 1 * 2 * 3 * * * Pw

(Impact load in tonnes)

Pw = 4.31 tonnes
= 1.15
= 0.6
1 given by

. *s
2 x v 1 + 11
u + 11
. *s

2 given by

1
0.3
13
.
* (a u)
s

v = s for v s
1

for u (a - s)
for a u > (a-s)

0.77 a/u

for u > a

for v < s

s
+ 0.4
v

for 1.5 >

3 given by

0.6

v = v for v s

1.2

s
v

for

P1k 2
7
Then = log10
2 x 10
s
(P1 in tonnes and s in mm)
t1 =

1000 k

in mm

and t = deck plate thickness = t1 + 1.5 mm

v
> 1.0
s

v
1.5
s

Calculated values of deck plate thickness t are:

2.

Fore gear

Tyre print

Equivalent patch area

Fore gear type pressure = 675 kN/m (see Appendix 1)

Static load on each fore tyre = 32.5 kN
Contact area under static load = 0.048 m
a)

Assume tyre contact dimensions for equivalent patch area:

u/vt = 1 for which u = vt = 0.221 m
and v = 0.812 m
u/vt = 1/3 for which u = 0.1128, vt = 0.383 m
and v = 1.136 m
u/vt = 3 for which u = 0.383 m, vt = 0.128
and v = 0.626 m

b)

Assume various stiffener/girder sparing dimensions.

S = 0.5, 0.6, 0.7, 0.8, 0.9 and 1.0 m
a = 1.0, 1.5 and 2.0 m
(as for rear gear calculation)
P1 = 2.5 * 1 * 2 * 3 * f * * Pw
Pw = 6.52 tonnes (fore gear static load)
f, , 1, 2 and 3 are defined in 1. above.

Calculated values of deck plate thickness (following the same methodology as for the rear gear):

Conclude that plate thickness of around 10 mm would be appropriate for the stiffener/girder spacing of
interest.