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protective air pack, exit to an area upwind, and notify
the suspected source field of the hazard.
1.7.2.2Oil Field Supervisors
a)If presence of hydrogen sulfide is detected, a red
rotating beacon or red high intensity strobe light
adjacent to the primary helideck stairwell or wind
indicator on the structure should be turned on to
provide visual warning of hazard. If the beacon is to
be located near the stairwell, the State of Louisiana
Offshore Heliport Design Guide" and FAA
Advisory Circular AC 150/5390−2A, Heliport
Design Guide," should be reviewed to ensure proper
clearance on the helideck.
b)Notify nearby helicopter operators and bases of
the hazard and advise when hazard is cleared.
c)Provide a safety briefing to include location of
protective equipment to all arriving personnel.
d)Wind socks or indicator should be clearly
visible to provide upwind indication for the pilot.
1.8Gas Venting Helideck/Heliport Operational
Hazard Warning(s)/Procedures − Operations
Near Gas Vent Booms
1.8.1Background.Ignited flare booms can release
a large volume of natural gas and create a hot fire and
intense heat with little time for the pilot to react.
Likewise, unignited gas vents can release reasonably
large volumes of methane gas under certain
conditions. Thus, operations conducted very near
unignited gas vents require precautions to prevent
inadvertent ingestion of combustible gases by the
helicopter engine(s). The following practices are
recommended.
1.8.2Pilots
1.8.2.1Gas will drift upwards and downwind of the
vent. Plan the approach and takeoff to observe and
avoid the area downwind of the vent, remaining as far
away as practicable from the open end of the vent
boom.
1.8.2.2Do not attempt to start or land on an offshore
helideck when the deck is downwind of a gas vent
unless properly trained personnel verify conditions
are safe.
1.8.3Oil Field Supervisors
1.8.3.1During venting of large amounts of unignited
raw gas, a red rotating beacon or red high intensity
strobe light adjacent to the primary helideck stairwell
or wind indicator should be turned on to provide
visible warning of hazard. If the beacon is to be
located near the stairwell, the State of Louisiana
Offshore Heliport Design Guide" and FAA
Advisory Circular AC 150/ 5390−2A, Heliport
Design Guide, should be reviewed to ensure proper
clearance from the helideck.
1.8.3.2Notify nearby helicopter operators and bases
of the hazard for planned operations.
1.8.3.3Wind socks or indicator should be clearly
visible to provide upward indication for the pilot.
1.9Helideck/Heliport Operational Warning(s)/
Procedure(s) − Closed Helidecks or Heliports
1.9.1Background.A white X" marked diagonally
from corner to corner across a helideck or heliport
touchdown area is the universally accepted visual
indicator that the landing area is closed for safety of
other reasons and that helicopter operations are not
permitted. The following practices are recommended.
AIP ENR 6.2−5
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
1.9.1.1Permanent Closing.If a helideck or
heliport is to be permanently closed, X diagonals of
the same size and location as indicated above should
be used, but the markings should be painted on the
landing area.
NOTE−
White Decks: If a helideck is painted white, then
international orange or yellow markings can be used for
the temporary or permanent diagonals.
1.9.1.2Temporary Closing.A temporary marker
can be used for hazards of an interim nature. This
marker could be made from vinyl or other durable
material in the shape of a diagonal X." The marker
should be white with legs at least 20 feet long and
3feet in width. This marker is designed to be quickly
secured and removed from the deck using grommets
and rope ties. The duration, time, location, and nature
of these temporary closings should be provided to and
coordinated with company aviation departments,
nearby helicopter bases, and helicopter operators
supporting the area. These markers MUST be
removed when the hazard no longer exists. (See
FIG ENR 6.2−2.)
1.10Offshore (VFR) Operating Altitudes for
Helicopters
1.10.1Background.Mid−air collisions constitute a
significant percentage of total fatal offshore helicopter
accidents. A method of reducing this risk is the use
of coordinated VFR cruising altitudes. To enhance
safety through standardized vertical separation of
　
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