TT-POU-PB-PER-CN-I-001 Rev 1 21/06/2023

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TRINIDAD AND TOBAGO TSP Field

POUI B Helideck verification

1 21/06/2023 IFR MCH MCH MND

Rev Date Status Written By Checked By Approved By
Document Number: TT-POU-PB-PER-CN-I-001
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INDEX

1 REFERENCE DOCUMENTS ...........................................................................................................3

2 PURPOSE OF THE DOCUMENT ....................................................................................................3
3 CONCLUSION ..................................................................................................................................3
4 MATERIAL ........................................................................................................................................4
5 NUMERICAL MODEL .......................................................................................................................4
5.1 Model Description .....................................................................................................................4
5.2 Boundary Conditions .................................................................................................................5
5.3 Corrosion assumption ...............................................................................................................5
5.4 Basic loads ................................................................................................................................6
5.4.1 Self-weight of the structure ....................................................................................................6
5.4.2 Live loads on topside .............................................................................................................6
5.4.3 Wind Loads on Helicopter .....................................................................................................7
5.4.4 Helideck loads .......................................................................................................................9
5.5 Load combinations ................................................................................................................. 14
5.6 Type of analysis ..................................................................................................................... 15
6 RESULTS ...................................................................................................................................... 15
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1 REFERENCE DOCUMENTS

Document name Description

[R1] Recommended Practice for Planning and
Constructing Fixed Offshore Platforms, API 22nd (2014)
Working stress (2014)
[R2] Specification for Structural steel buildings.
Allowable Stress Design, and Plastic AISC 9th
Design.
[R3] POUI B Drilling Drawings_FMS POUI B platform drawings

POUI B platform main deck equipment

[R4] 10194-TSP-017-L-LY-0005-000
layout as built

[R5] Perenco_Poui B_09-05-2023 3D Model 3D Model for POUI B Platform

Standard for offshore helicopter landing

[R6] CAP 437
areas
[R7] PHI General Aircraft Specifications
Helicopter AW139 Specifications
AW139
Eastern Trinidad Metocean Criteria April
[R8] Metocean analytics Report
1998a

2 PURPOSE OF THE DOCUMENT

The present technical note resumes the different assumptions and the results of the verification
of POUI Bravo platform helideck, and main deck, for the landing of the helicopter AgustaWestland
AW139.
The standard CAP 437 [R6] will be used for the check of the helideck structure.

3 CONCLUSION

The maximum unity check ratio found on the helideck supporting structure is 0.53, which is
Acceptable.
The helideck supporting beams are then able to withstand all loads generated by the landing of a
helicopter AW139 of 6.8 t MTOW according to [R6].

It’s worth noting that analysis was based on 03mm of corrosion assumption,
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4 MATERIAL

Steel Characteristics:
 Steel specific gravity ρ = 7.85,
 Young’s modulus E = 210000 MPa,
 Poisson ratio ν = 0.28.
For code check purposes the following yield stress is used in the model:
 Fy = 36 ksi = 250.0 MPa,

5 NUMERICAL MODEL

5.1 Model Description

The model is shown in the picture below. The helideck area is directly supported by the main deck
frame. Existing SACS Model for POUI B platform was used for this verification (with some
amendments as per [R5] & [R3]).

Figure 1-POUI B Platform Helideck Model

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5.2 Boundary Conditions

The main purpose of the analysis is to check the helideck structure subjected to landing loads
from helicopter AW139 consequently the piles are assumed to be fixed to the soil at mudline (the
jacket is not verified).

5.3 Corrosion assumption

A thickness reduction of 3mm is applied on all main deck beams, it is applied to consider the
corrosion in the analysis model.

Figure 2-Corrosion assumption for POUI B model

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5.4 Basic loads

Basic loads are defined as follow:

- Self-weight of the structure,
- Live loads on decks and helideck,
- Wind loads on helicopter,
- Helicopter loads.
5.4.1 Self-weight of the structure
This load case is generated automatically by SACS software.
5.4.2 Live loads on topside

For this check, Live loads on topside are taken equal to 500 kg/m2 to consider the non modelled
loads and any other equipment stored on the main deck (next to helideck area).

Figure 3-POUI B live loads at level +65’

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5.4.3 Wind Loads on Helicopter

The analysis has been made considering 5-year return operational wind criteria and the 100-year
return storm criteria as show on the table below:
Table 1- Wind speed for operating and storming condition (taken from [R8])

Description 5 -year Return Operational 100-year Return Storm

Wind Speed (ft/s, 1hour@10m) 37.73 96.12

The helicopter AgustaWestland AW139 has the following dimensions:

Figure 4- General Specifications for AW139 Helicopter (taken from [R7])

The projected wind area of the helicopter is:

A = 3.57 x 13.53 = 48.3 m2
A shape factor Cs = 0.5 is applied,
The wind velocity is calculated then at z = 20 + 3.57/2 = 21.78 m.
The wind forces applied on helicopter (for operating and storm conditions) are the following
ones:
Table 2- Wind generated loads in operating condition

1 hour Wind velocity (5-year) U0 11.5 m/s

Average period
Mass Density of air
Shape Factor
Height of the object above sea level
Wind speed at elevation z
Projected Area of the object
Wind load
t 3s
ρ 1.23 kg/m3
Cs 0.5
z 21.78
U 12.26 m/s
A 48.3 m2
F 3.29 kN (0.74 kips)
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Table 3-Wind generated loads in Storm condition

1 hour Wind velocity (100-year) U0 29.3 m/s

Average period t 3s
Mass Density of air ρ 1.23 kg/m3
Shape Factor Cs 0.5
Height of the object above sea level z 21.78
Wind speed at elevation z U 32.02 m/s
Projected Area of the object A 48.3 m2
26.92 kN (6.05
Wind load F
kips)

03 Wind directions will be considered for this check as follow (taken from Ref [R8]):

Figure 5-Operating wind direction

Figure 6-Extreme wind direction

The helicopter wind loads are only applied in resting position and taken perpendicular to the
helicopter.
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5.4.4 Helideck loads

5.4.4.1 Helicopter parameters

The helideck has to be able to withstand the loads generated by a helicopter AW139. The
structural analysis of the helideck is performed by assuming the following parameters (as per
[R7]):
- Helicopter model: AW139
- Type: wheel
- Largest overall dimension: D = 16.62 m
- Overall height: H = 3.57 m
- Maximum take-off weight: MTOW = 6.8 t
- Width between skids: b = 3.04 m

5.4.4.2 Vertical Impact landing load on helideck

Impact landing loads are defined according to document Ref [R6] and applied to the helideck
landing area main beams as concentrated forces on two points spaced of 3.04 m (width between
gears).
Basic Impact landing loads:

Load Weight
Helideck items
condition (kN)
HVij* Basic landing loads (3.4 t at each wheel) 33.36
* i for landing positions (i=1 POS 1,2 POS 2 and 3 for POS 3)
*j for landing case (j=1 for Normal landing,2 for Emergency landing)

According to document Ref [R6], two cases are investigated:

- Heavy normal landing case: a factor of 1.95 is applied to the basic impact landing load
Load factor = 1.5x1.3 = 1.95
- Emergency landing case: a factor of 3.25 is applied to the basic impact landing load
Load factor = 2.5x1.3 = 3.25.
The factor of 1.3 applied to the impact loads refers to the structural response factor described in
Ref [R6].
The helideck, and supporting beams are symmetric reducing consideringly the number of
positions to be checked.
For this check three landing positions are checked.
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POS 1

POS 2

POS 3

Figure 7-Vertical impact landing positions

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5.4.4.3 Helicopter weight on helideck (parking conditions)

According to document Ref [R6], at its parking position, the maximum take-off weight of the
helicopter shall be accounted for. This weight is assumed equally distributed between all the
under carriages of the helicopter (between the 3 wheels of the helicopter). Assuming 50% of the
weight in the front wheel is conservative for the beam supporting that wheel. In fact, the beams
supporting the rear wheels are covered by landing conditions where 100% of the weight increased
by factors of 1.95 and 3.25 is applied of these two wheels.
After landing the helicopter is supposed to be park in the center of the helideck. Three different
positions are considered.

POS 1

POS 2
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POS 3

Figure 8-Helicopter parking positions

Helicopter weight load:

Load
Helideck items Weight
condition

Weight loads (50% for front wheel and Front wheel = 33.35 kN
HRi
25% for rear wheels) Rear Wheels = 16.67 kN
* i for landing positions

5.4.4.4 Lateral loads

Lateral loads corresponding to 0.5 x MTOW of the helicopter are considered according to
document [R6] These loads are applied at investigated positions in the direction producing the
maximum stresses. Those loads are generated during the landing consequently, the same
positions as per section 5.3.4.2 & 5.3.4.3 are investigated.
Lateral loads load:

Load Weight
Helideck items
condition (kN)
HHij Lateral loads (3.4 t at each wheel) 33.36
* i for landing positions (i=1 POS 1,2 POS 2 and 3 for POS 3)
*j for landing case (j=1 for Normal landing,2 for Emergency landing)
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5.4.4.5 Helideck live loads

To allow for any appendages that may be present on the deck surface live loads are to be added
on helideck as defined in Ref [R6], as follow:
- 0.5 kN/m² for helicopter landing (Normal & Emergency Landing)
- 2.0 kN/m² for helicopter at rest (Parking condition)

A standard value of 0.5 kN/m² is considered and factors will be applied for each load
combinations.

Figure 9- Applied live load case LIV0 of 0.5 kN/m² on the helideck area
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5.5 Load combinations

- Normal landing cases

LC DEAD LIVE HVi1* HHi1*
NL01 1.00 1.0 1.95 0.5
NL02 1.00 1.0 1.95 0.5
NL03 1.00 1.0 1.95 0.5
*HVi1 refers to elementary impact landing loads (i = 1 to 3: these 03 helicopter positions are found sufficient
to check the global structural behavior of the helideck).
*HHi1 refers to lateral loads associated to each impact landing case (i = 1 to 3).
- Emergency landing cases
LC DEAD LIVE HVi2 HHi2
EL01 1.00 1.0 3.25 0.5
EL02 1.00 1.0 3.25 0.5
EL03 1.00 1.0 3.25 0.5

- Parking conditions
LC WOP1* WOP2* WEP1* WEP2*
DEAD LIVE HRi* (dir (dir (dir (dir
90°) 180°) 90°) 180°)
HRO1* 1.00 4.0 1.0 1.0 0 0 0
OPERATING
HRO2 1.00 4.0 1.0 0 1.0 0 0
HRO3 1.00 4.0 1.0 0.71 0.7 0 0
STORMING HRE1 1.00 4.0 1.0 0 0 1.0 0
HRE2 1.00 4.0 1.0 0 0 0 1.0
HRE3 1.00 4.0 1.0 0 0 0.79 0.611
*HROi refers to parking at operating condition
*HREi refers to parking at storming condition
*HRi refers to helicopter parking loads (i = 01 to 03).
*W O/E P1 refers to wind loads from direction 90 deg at operating/storming conditions
*W O/E P2 refers to wind loads from direction 180 deg at operating/storming conditions

Under parking conditions, the wind load is assumed perpendicular to the position of the helicopter.
Helicopter wind loads are applied on helideck perimeter assuming that on parking conditions
helicopter is restrained with ropes to the extremities of the structure.
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5.6 Type of analysis

A basic static analysis has been conducted with Bentley SACS software v.16.1
The design code check used is WSD AISC 9th / API 21st.

6 RESULTS

Member stresses are code-checked according to API, with basic allowable stress for normal
landing and parking conditions, and basic allowable stress with 1/3rd increase for emergency
landing conditions.

The maximum unity check ratio for topside structure and main beams is 0.53 < 1.0, which is
Acceptable,

Figure 10-Unity check results for Main deck Members

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Members with unity check higher than unity are shown below:
Bending Bending Shear Shear
Dist from Axial Stress
Member grp UR LC Stress Y Stress Z Force FY Force FZ KLY/RY KLZ/RZ
end (ksi)
(ksi) (ksi) (kips) (kips)
4241-4168 W8 0,529 HRO2 5 1,37 -9,99 0,08 0 -1,79 18,6 71,8
4168-4252 W8 0,451 HRO2 0 1,59 -7,98 0,2 0 1,36 15,8 61
4167-4235 W8 0,403 150 0 0,77 -7,75 0,2 -0,01 1,27 18,6 71,8
4162-4249 W8 0,401 HRO3 0 2,71 -5,65 0,32 -0,01 0,96 15,8 61
4248-4156 W8 0,369 NL01 5 1,25 -6,65 0,07 0 -0,95 18,6 71,8
4234-4162 W8 0,363 HRO2 5 1,92 -5,74 -0,19 0 -0,92 18,6 71,8
4240-4241 W8 0,36 HRO2 5 0,74 -6,52 0,56 0,01 -1,3 18,6 71,8
4156-4255 W8 0,352 HRO3 0 2,5 -4,73 -0,4 0,01 0,84 15,8 61
4254-4169 W8 0,311 HRO2 4,3 -1,82 4,38 -0,08 0 0,41 15,8 61

Figure 11- Maximum UC for main deck groups