2.
The parking area can be clearly distinguished from the SLA. This is best achieved by painting the parking area in a contrasting ‘light’ colour. In addition, the perimeter line marking and perimeter lights should clearly delineate the SLA boundary from the parking area. For night operations, perimeter lighting may be installed around the parking area outboard boundary but it should be a different colour (e.g. blue) to the SLA perimeter lighting. Similarly, the parking area should ideally be floodlit.
However, it is important to note that all parking area floodlighting should be adequately shielded to avoid ‘overspill’ onto the SLA with the potential to affect pilot's night vision. See also Section 11.3
3.
The positioning of a parked helicopter does not create ‘visual cueing’ problems for incoming flight crews (e.g. mask flood lighting and status lights).
4.
The positioning of a parked helicopter does not impair access and escape routes, operation of firefighting equipment, etc
5.
The helicopter can be readily manoeuvred into the parking position.
6.
Parked helicopter clearances (for each type likely to use the helideck) can be properly demonstrated and verified.
7.
There are adequate tiedown points provided to ensure the parked helicopter can be properly secured.
8.
Structurally, the parking area is of adequate construction to support the imposed loads (static).
6.5.4 Hangars
On occasion there may be a requirement to install a hangar offshore to accommodate permanently offshore-based helicopters (e.g. in-field shuttle helicopters and offshore-based rescue and recovery [OBRR] helicopters).
Hangar structures will normally be associated with either a second helideck or an adjacent parking area. They should therefore be considered a functional part of an integrated helideck design. Consideration should also be given to providing two helidecks when hangar operations are planned so that one helideck can always be used in any weather scenario (See Figure 6.3).
In addition to the general considerations to be taken into account when designing helidecks and hangars (see also Figure 6.3), it is essential to consider the potential for these combined structures to create adverse aerodynamic effects over the designated SLA. There is likely to be increased turbulent windflows in some sectors and these may seriously affect the overall aerodynamic performance of the helideck. Potential turbulence should be modelled and quantified to establish the full extent and effects of any adverse windflows from the structure. Flight restrictions may have to be applied.
6.6 OBSTACLE FREE ENVIRONMENT
6.6.1 Main References
CAP 437, Chapter 3.
6.6.2 Obstruction Clearances
Viewed in plan and all elevations, the helideck location and orientation in relation to the topsides configuration including modules and structures / appendages such as cranes, flare booms, turbine exhausts, radio antenna, lifeboats, etc. should maximise the obstruction free sectors available.
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