11.3.9.2 General Requirements
Provision should be made to visually warn helicopter flight crews when a helideck is unsafe for a landing, by activating a FLASHING RED light. In the aviation context, the internationally understood meaning of a flashing red light is:
1.
To an aircraft in flight -DO NOT LAND: aerodrome not available for landing
2.
To an aircraft on the aerodrome -MOVE CLEAR OF THE LANDING AREA.
For this reason, helidecks on offshore installations and vessels should be equipped with the means to indicate to helicopter flight crews when a condition exists on the installation that may be hazardous to helicopters and passengers. Helideck status changes may arise due to process upset conditions on the installation or vessel (e.g. impending gas release).
NOTE: Recent HSE / CAA research into the environments around offshore helidecks has indicated that an appropriate hazard level for helicopters in respect of a hydrocarbon gas release should be set at a maximum limit of 10% LFL (Lower Flammable Limit) anywhere in potential helicopter operating areas.
11.3.9.3 Requirements for NUIs
All NUls should be equipped with ‘Status Lights’ to indicate to flight crews when a condition exists on the installation that may be hazardous to the helicopter and its occupants or the installation.
The status lights should be capable of being switched off with a manual override locally from an appropriately manned installation or shore base.
11.3.9.4 System Design Objectives
The warning system should:
.
Be visible to the helicopter flight crew whilst in the air and on the helideck and preferably be located close to the helideck exits so as to be visible to Installation personnel
.
Ideally be comprised of a pair of high intensity flashing red beacons, (at-least one of which must be visible from all possible directions of approach). In the event that one ‘main’ unit is sufficient to achieve this operational objective, the second unit may comprise a repeater unit suitable for local helideck status indication. (See CAA paper 2003/6 and CAP 437 for detailed lamp output specifications).
.
Normally be automatically initiated at the appropriate hazard level and have test and manual override functions available. The HLO should be able to manually operate the system, in particular, there should be an in-built facility for dimming the lights whilst a helicopter is on deck and a means of automatically returning the main lights to full intensity to eliminate inadvertent system operation at "dimmed" level.
.
Comply with the operational requirements (minimum intensity and beam spread) set out in the Appendix to CAA Paper 2003/6 and CAP 437 (when revised). Main lights must have a minimum ‘typical day’ viewing range of 900 metres (detectable) and 700 metres (conspicuous) based on the current minimum meteorological visibility of 1400 metres.
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