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Class 1  If an engine fails, the helicopter is able to land within the rejected takeoff area or to safely continue flight to an appropriate landing area.  General Instructions: Helicopters must be certificated in Category A 1) 
Class 2  If an engine fails, the helicopter is able to safely continue the flight, except when the failure occurs early during takeoff or late in landing, in which case a forced landing may be required.  General Instructions: Helicopters must be certificated in Category A. 1) Operations must not be conducted from/to elevated heliports or helidecks at night 2) or in a hostile environment unless it can be demonstrated that the probability of power unit failure during the exposure time at take off and landing is no greater than 5x10-8 per take-off or landing. 
Class 3  If an engine fails, a forced landing is required for single-engine and may be required for multi-engine helicopters.  General Instructions: Helicopters must be certificated in Category A or B. 1) Operations are allowed only in a non-hostile environment, except that flights 2) over-water in a hostile environment for up to 10 mins per flight are permitted. Operations are not allowed at night or when the ceiling is less than 600 ft above 3) the local surface, or the visibility is less than 800 metres. Operations must not be conducted from/to elevated heliports in a non-hostile4) environment unless it can be demonstrated that the probability of power unit failure during take off and landing is no greater than 5x10-8 per take off or landing. 

The Performance Classes should not be confused with Categories A & B which denote the build/ certification standard of the aircraft out of which a performance capability is derived (see also 14 CFR/JAR 27/29). In general, the majority of present generation helicopters are not designed to full Category A and unlimited Performance Class 1 standards. Therefore, for operations in a hostile environment, Performance Class 2 helicopters are accepted by OGP although preference will be given to Performance Class 1, if available. In some operating environments it may be possible to operate Performance Class 2 helicopters to Performance Class 1 standards with minimal impact on payload. Such an approach is strongly encouraged. Where Performance Class 2 helicopters are taken on contract, the operation should be able to demonstrate, either separately, or as part of its Safety Case that the probability of power unit failure during the exposure time at take off and landing from elevated helidecks is no greater than 5x10-8 per take-off or landing.

5.3 Fuel planning
While parameters covering all circumstances cannot be clearly laid down, the following should be used as guidance for fuel planning unless otherwise stated in relevant regulations or Operating Manuals.
5.3.1  IFR flight plan
Fuel should be sufficient for the leg to destination plus the leg to an alternate plus 10% of the above as a navigation contingency, plus 45 minutes. An allowance should also be made for start-up and taxi.
Note:  Fuel computations for the leg to the alternate should be calculated at the low altitude cruise 
fuel consumption if this is likely to be the case. 
5.3.2  VFR flight plan 

Fuel should be sufficient for the proposed route plus 10% of the route fuel, plus 30 minutes at the cruising speed consumption. An allowance should also be made for start-up and taxi.
Note:  The above requirements are in addition to unusable fuel as listed in the aircraft Flight Manual.

5.4 Use of offshore alternates

The reliance on offshore installations as alternates should be avoided wherever possible and is only acceptable in certain circumstances when the onshore alternative is equally unacceptable. Advice should be sought from the OGP Member’s Aviation Advisor, especially for long-term requirements. As a minimum, the following conditions need to be met:
　
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