SUBPART D
Heliport Data, Physical
Characteristics and Obstacle
138.301 Reserved
(a) Each
certificate holder shall maintain sufficient qualified personnel to comply with
the requirements of its heliport certification manual and the applicable
provisions of this Part.
(b) Each heliport operator shall implement a program to upgrade the
competency of the personnel.
138.305 Heliport data
(a) Aeronautical data:
(1) Determination and reporting of heliport related aeronautical data
shall be in accordance with the accuracy and integrity requirements set forth
in Tables 1 to 5 contained in Appendix 1 of this Part while taking into account
all measures to introduce a properly organized quality system containing
procedures, processes and resources necessary to implement quality management
for originating these data. The execution of such quality management shall be
made demonstrable, when required. Accuracy requirements for aeronautical data
are based upon a 95 per cent confidence level and in that respect, three types
of positional data shall be identified: surveyed points (e.g. FATO threshold),
calculated points (mathematical calculations from the known surveyed points of
points in space, fixes) and declared points (e.g. flight information region
boundary points).
Note: Requirements governing the quality system are
given in ECAR Part 173.
(2) Aeronautical data integrity requirements shall be based upon the
potential risk resulting from the corruption of data and upon the use to which
the data item is put. Consequently, the following classification and data
integrity level shall apply:
(i) Critical data, integrity level 1x10-8: there
is a high probability when using corrupted critical data that the continued
safe flight and landing of an aircraft would be severely at risk with the
potential for catastrophe;
(ii) Essential data, integrity level 1x10-5: there
is a low probability when using corrupted essential data that the continued
safe flight and landing of an aircraft would be severely at risk with the
potential for catastrophe; and
(iii) Routine data, integrity level 1 x10-3:
there is a very low probability when using corrupted routine data that the
continued safe flight and landing of an aircraft would be severely at risk with
the potential for catastrophe.
(3) Protection of electronic aeronautical data while stored or in
transit by the heliport administration shall be
totally monitored by the cyclic redundancy check (CRC). To achieve protection
of the integrity level of critical and essential aeronautical data as
classified in 138.305(a)(2) above, a 32 or 24 bit CRC algorithm shall apply
respectively.
(4) To achieve protection of the integrity level of routine
aeronautical data as classified in 138.305(a)(2) above, a 16 bit CRC algorithm
should apply.
Note: Guidance material on the aeronautical data
quality requirements (accuracy, resolution, integrity, protection and
traceability) is contained in ECAR Part 173.
(5) Geographical coordinates indicating latitude and longitude shall
be determined and reported by heliport
administration to the ECAA in terms of the World Geodetic System-1984 (WGS-84)
geodetic reference datum, identifying those geographical coordinates which have
been transformed into WGS-84 coordinates by mathematical means and whose accuracy
of original field work does not meet the requirements in Appendix 1, Table 1 of
this Part.
(6) The order of accuracy of the field work shall be such that the
resulting operational navigation data for the phases of flight will be within
the maximum deviations, with respect to an appropriate reference frame, as
indicated in tables contained in Appendix 1 of this Part.
(7) In addition to the elevation (referenced to mean sea level) of the
specific surveyed ground positions at heliports, geoid undulation (referenced
to the WGS-84 ellipsoid) for those positions as indicated in Appendix 1 of this
Part, shall be determined and reported by heliport administration to the ECAA.
Note 1: An appropriate reference frame is that
which enables WGS-84 to be realized on a given heliport and with respect to
which all coordinate data are related.
Note 2: Requirements governing the publication of
WGS-84 coordinates are given in ECAR Part 173.
(b) Heliport reference point:
(1) A heliport reference point shall be established for a heliport not
co-located with an aerodrome.
Note: When the heliport is co-located with an
aerodrome, the established aerodrome reference point serves both aerodrome and
heliport.
(2) The heliport reference point shall be located near the initial or
planned geometric centre of the heliport and shall normally remain where first
established.
(3) The position of the heliport reference point shall be measured and
reported by heliport administration to the ECAA
in degrees, minutes and seconds.
(c) Héliport elevation:
(1) The heliport elevation and geoid undulation at the heliport
elevation position shall be measured and reported by heliport administration to the ECAA
to the accuracy of one-half meter or foot.
(2) For a heliport used by civil aviation, the elevation of the
touchdown and lift-off area and/or the elevation and geoid undulation of each
threshold of the final approach and take-off area (where appropriate) shall be
measured and reported by heliport
administration to the ECAA to the accuracy of:
(i) One-half meter or foot for non-precision approaches; and
(ii) One-quarter meter or foot for precision approaches.
Note: Geoid undulation must be measured in
accordance with the appropriate system of coordinates.
(d) Heliport dimensions and
related information:
(1) The following data shall be measured or described, as appropriate,
for each facility provided on a heliport:
(i) Heliport type: surface-level, elevated or helideck;
(ii) Touchdown and lift-off area: dimensions to the nearest metre or
foot, slope, surface type, bearing strength in tonnes (1 000 kg);
(iii) Final approach and take-off area: type of
FATO, true bearing to one-hundredth of a degree, designation number (where
appropriate), length, width to the nearest metre or foot, slope, surface type;
(iv) Safety area: length, width and surface type;
(v) Helicopter ground taxiway, air taxiway and air transit route:
designation, width, surface type;
(vi) Apron: surface type, helicopter stands;
(vii) Clearway: length,
ground profile; and
(viii)Visual aids for
approach procedures, marking and lighting of FATO, TLOF, taxiways and aprons.
(xiv) Distances to the
nearest metre or foot of localizer and glide path elements comprising an
instrument landing system (ILS) or azimuth and elevation antenna of microwave
landing system (MLS) in relation to the associated TLOF or FATO extremities.
(2) The geographical coordinates of the geometric centre of the
touchdown and lift-off area and/or of each threshold of the final approach and
take-off area (where appropriate) shall be measured and reported by heliport administration to the ECAA
in degrees, minutes, seconds and hundredths of seconds.
(3) The geographical coordinates of appropriate center line points of
helicopter ground taxiways, air taxiways and air transit routes shall be
measured and reported by heliport
administration to the ECAA in degrees, minutes, seconds and hundredths of
seconds.
(4) The geographical coordinates of each helicopter stand shall be
measured and reported by heliport
administration to the ECAA in degrees, minutes, seconds and hundredths of
seconds.
(5) The geographical coordinates of obstacles in Area 2 (the part within the heliport boundary) and in Area 3 shall be measured by heliport administration and
reported to the ECAA in degrees, minutes, seconds and tenths of seconds. In
addition, the top elevation, type, marking and lighting (if any) of obstacles
shall be reported by heliport
administration to the ECAA.
Note 1:
See ECAR Part 173, for graphical illustrations of obstacle
data collection surfaces and criteria used to identify obstacles in Areas 2 and
3.
Note 2:
Appendix 1 to this Part provides requirements for obstacle data determination
in Areas 2 and 3.
Note 3:
Implementation of ECAR Part 173,
concerning the availability, as of
(e) Declared
distances: The following distances to the nearest meter or foot shall be
declared, where relevant, for a heliport:
(1) Take-off distance available;
(2) Rejected take-off distance available; and
(3) Landing distance available.
(f) Co-ordination between aeronautical
information services and heliport authorities:
(1) To ensure that aeronautical information services units obtain
information to enable them to provide up-to-date pre-flight information and to
meet the need for in-flight information, arrangements shall be made between
aeronautical information services and heliport authorities responsible for
heliport services to report to the responsible aeronautical information
services unit, with a minimum of delay:
(i) Information on heliport conditions;
(ii) The operational status of associated facilities, services and
navigation aids within their area of responsibility;
(iii) Any other information considered to be of
operational significance.
(2) Before introducing changes to the air navigation system, due
account shall be taken by the services responsible for such changes of the time
needed by the aeronautical information service for the preparation, production
and issue of relevant material for promulgation. To ensure timely provision of
the information to the aeronautical information service, close co-ordination
between those services concerned is therefore required.
(3) Of a particular importance are changes to aeronautical information
that affect charts and/or computer based navigation systems which qualify to be
notified by the aeronautical information regulation and control (AIRAC) system,
as specified in ECAR Part 173. The predetermined, internationally agreed AIRAC
effective dates in addition to 14 days postage time shall be observed by the
responsible heliport services when submitting the raw information/data to
aeronautical information services.
(4) The heliport services responsible for the provision of raw
aeronautical information/data to the aeronautical information services shall do
that while taking into account accuracy and integrity requirements for
aeronautical data as specified in Appendix 1 to this Part.
Note 1: Requirements for the issue of a NOTAM and
SNOWTAM are contained in ECAR Part 173.
Note 2: The AIRAC information is distributed by the
AIS at least 42 days in advance of the AIRAC effective dates with the objective
of reaching recipients at least 28 days in advance of the effective date.
Note 3: The schedule of the predetermined
internationally agreed AIRAC common effective dates at intervals of 28 days,
including
138.307 Physical characteristics
(a) Surface-level heliports:
Note 1: The following requirements are for land heliports only
Note 2:The dimensions of the taxi-routes and
helicopter stands include a protection area.
(1) Final approach and take-off areas: A surface-level heliport shall
be provided with at least one FATO.
Note: A FATO may be located on or near a runway
strip or taxiway strip.
(2) A FATO
shall be obstacle free.
(3) The dimensions of a FATO shall be:
(i) where
intended to be used by helicopters operated in performance class 1, as
prescribed in the helicopter flight manual (HFM) except that, in the absence of
width specifications, the width shall be not less than the greatest overall
dimension (D) of the largest helicopter the FATO is intended to serve;
(ii) where
intended to be used by helicopters operated in performance class 2 or 3, of
sufficient size and shape to contain an area within which can be drawn a circle
of diameter not less than:
(A) 1D of the largest helicopter when the maximum
take-off mass (MTOM) of helicopters the FATO is intended to serve is more than
(B) 0.83 D of the largest helicopter when the MTOM of
helicopters the FATO is intended to serve is
Note:
Where the term FATO is not used in the helicopter flight manual (HFM), the
minimum landing/takeoff area specified in the HFM for the appropriate flight
profile is used.
(4) Where intended to be used by helicopters operated
in performance class 2 or 3 with MTOM of
Note: Local conditions, such as elevation and
temperature, may need to be considered when determining the size of a FATO.
Guidance is given in EAC 139-27. (under
preparation).
(5) The mean slope in any direction on the FATO shall not exceed 3 per
cent. No portion of a FATO shall have a local slope exceeding:
(i) 5 per cent
where the heliport is intended to be used by helicopters operated in
performance class 1; and
(ii) 7 per cent
where the heliport is intended to be used by helicopters operated in
performance class 2 or 3.
(6) The surface of the FATO shall:
(i) Be resistant to the effects of rotor downwash;
(ii) Be free of
irregularities that would adversely affect the take-off or landing of
helicopters; and
(iii) Have
bearing strength sufficient to accommodate a rejected take-off by helicopters
operated in performance class 1.
(7) The surface of a FATO surrounding a TLOF intended
for use by helicopters operated in performance classes 2 and 3, shall be static
load bearing.
(8) The FATO should provide
ground effect.
(9) Helicopter clearways: When a
helicopter clearway is provided, it shall be located beyond the end of the
rejected take-off area available.
(10) The width of
a helicopter clearway should not be less than that of the associated safety
area.
(11) The ground in a helicopter clearway should not
project above a plane having an upward slope of 3 per cent, the lower limit of
this plane being a horizontal line which is located on the periphery of the
FATO.
(12) An object situated on a
helicopter clearway which may endanger helicopters in the air should be
regarded as an obstacle and should be removed.
(13) Touchdown
and lift-off areas: At least one touchdown and lift-off area (TLOF) shall be
provided at a heliport.
Note 1:
The TLOF may or may not be located within the FATO.
Note 2:
Additional TLOFs may be collocated with helicopter stands.
(14) The (TLOF) shall
be of sufficient size to contain a circle of diameter of at least 0.83D of the
largest helicopter the area is intended to serve.
Note: A TLOF may be any shape.
(15) Slopes on a TLOF shall be sufficient to
prevent accumulation of water on the surface of the area, but shall not exceed
2 per cent in any direction.
(16) Where the TLOF is within the FATO, the
TLOF shall be dynamic load bearing.
(17)
Where a TLOF is collocated with a helicopter stand, the TLOF shall be
static load bearing and be capable of withstanding the traffic of helicopters
that the area is intended to serve.
(18 ) Where the TLOF is within the FATO, the
centre of the TLOF shall be located not less than 0.5 D from the edge of the
FATO.
(19) Safety areas: A FATO shall be surrounded
by a safety area which need not be solid.
(20) A safety area surrounding a FATO intended
to be used by helicopters operated in performance class
(i) each external side of the safety area
shall be at least 2 D where the FATO is quadrilateral; or
(ii) the outer
diameter of the safety area shall be at least 2 D where the FATO is circular.
(21) A safety area surrounding a FATO intended
to be used by helicopters operated in performance class 2 or
(i)
Each external side of the safety area
shall be at least 2 D where the FATO is quadrilateral; or
(ii) The
outer diameter of the safety area shall be at least 2 D where the FATO is
circular.
(22) There
shall be a protected side slope rising at 45° from the edge of the safety area
to a distance of
(23) A safety
area surrounding a FATO intended to be used by helicopter operations in
instrument meteorological conditions (IMC) shall extend:
(i) Laterally to a
distance of at least
(ii) Longitudinally
to a distance of at least
Note:Ü
See Figure 3-1.
Figure 3-l: Safety area for instrument FATO
(24) No fixed object shall be permitted on a safety
area, except for frangible objects, which, because of their function, must be
located on the area. No mobile object shall be permitted on a safety area
during helicopter operations.
(25) Objects whose functions require them to be
located on the safety area shall not exceed a height of
(26) In the case of a FATO of diameter less than 1D,
the maximum height of the objects whose functions require them to be located on
the safety area should not exceed a height of
(27) The surface of the safety area, when solid, shall
not exceed an upward slope of 4 per cent outwards from the edge of the FATO.
(28) Where applicable, the surface of the safety area
shall be treated to prevent flying debris caused by rotor downwash.
(29) The
surface of the safety area abutting the FATO shall be continuous with the FATO
(30) Helicopter ground taxiways and ground
taxi-routes: The width of a helicopter ground taxiway shall not be less than:
1.5 times the largest width of the undercarriage (UCW) of helicopters the
ground taxiway is intended to serve.
Note 1: A helicopter ground taxiway is intended to
permit the surface movement of a wheeled helicopter under its own power.
Note 2: The
requirements from 138.307(a)(30) to 138.307 (a)(37) are intended for the safety of simultaneous
operations during the maneuvering of helicopters. However, the wind velocity
induced by the rotor downwash might have to be considered.
Note 3: When a
taxiway is intended for use by aeroplanes and helicopters, the provisions for
taxiways for aeroplanes and helicopter ground taxiways will be taken into
consideration and the more stringent requirements will be applied.
Note
4: See Figure 3-2.
Figure 3-2. Ground taxi-route
(31) The longitudinal slope of a helicopter ground
taxiway shall not exceed 3 per cent.
(32) A helicopter ground taxiway shall be static
load bearing and be capable of withstanding the traffic of helicopters that the
helicopter ground taxiway is intended to serve.
(33) A helicopter ground taxiway shall be centered
in a ground taxi-route.
(34) A helicopter ground taxi-route shall extend
symmetrically on each side of the centerline for at least 0.75 times the
largest overall width of the helicopters that it is intended to serve.
(35) No objects
shall be permitted on a helicopter ground taxi-route, except for frangible
objects, which, because of their function, must be located there.
(36) The
helicopter ground taxiway and the ground taxi-route shall provide rapid
drainage but the helicopter ground taxiway transverse slope shall not exceed 2
per cent.
(37) The surface of
a helicopter ground taxi-route shall be resistant to the effect of rotor
downwash.
(38) A
helicopter air taxiways and air taxi-routes : The width of a helicopter air
taxiway shall be at least two times largest width of the undercarriage (UCW) of
the helicopters that the air taxiway is intended to serve.
Note 1: A helicopter air taxiway is
intended to permit the movement of a helicopter above the surface at a height
normally associated with ground effect and at groundspeed less than
Note 2 : See Figure 3-3.
Figure 3-3. Air taxi-route
(39) The surface of a helicopter air taxiway
shall be suitable for an emergency landing.
(40) The
surface of a helicopter air taxiway should be static load bearing.
(41) The
transverse slope of the surface of a helicopter air taxiway should not exceed
10 percent and the longitudinal slope should not exceed 7 per cent. In any
event, the slopes should not exceed the slope landing limitations of the
helicopters the air taxiway is intended to serve.
(42) A helicopter air taxiway shall be centered
in an air taxi-route.
(43) A
helicopter air taxi-route shall extend symmetrically on each side of the centerline
for a distance at least equal to the largest overall width of the helicopters
that it is intended to serve.
(44) No objects
shall be permitted on an air taxi-route, except for frangible objects, which,
because of their function, must be located thereon.
(45) The
surface of an air taxi-route shall be resistant to the effect of rotor
downwash.
(46) The
surface of an air taxi-route shall provide ground effect.
(47) Air transit route: The width of an air
transit route shall not be less than:
(i) 7.0
times the largest overall width of the helicopters the air transit route is
intended to serve when the air transit route is intended for use by day only;
and
(ii) 10.0
times the largest overall width of the helicopters the air transit route is
intended to serve when the air transit route is intended for use at night;
Note: An air
transit route is intended to permit the movement of a helicopter above the
surface, normally at heights not above
(48) Any
variation in the direction of the centre line of an air transit route shall not
exceed 120º and be designed so as not to necessitate a turn of radius less
than
Note: It is intended that air transit
routes be selected so as to permit authoritative or one-engine-inoperative
landings such that, as a minimum requirement, injury to persons on the ground
or water, or damage to property are minimized.
(49) Apron: The
slope in any direction on a helicopter stand shall not exceed 2 per cent.
(50) A
helicopter stand shall be of sufficient size to contain a circle of diameter of
at least 1.2 D of the largest helicopter the stand is intended to serve.
Note — See Figure 3-
4
(51) If a
helicopter stand is used for taxi through, the minimum width of the stand and
associated protection area shall be that of the taxi-route.
Figure
3- 4. Helicopter stand
(52) When a helicopter stand is used for
turning, the minimum dimension of the stand and protection area shall be not
less than 2 D.
Figure 3-5. Helicopter stand protection area.
(53) When a
helicopter stand is used for turning, it shall be surrounded by a protection
area which extends for a distance of 0.4 D from the edge of the helicopter
stand.
Note — See Figure 3-5
(54) For
simultaneous operations, the protection area of
helicopter stands and their associated taxi-routes shall not overlap.
Note 1: See Figure 3-6
Note 2: Where non-simultaneous
operations are envisaged, the protection area of helicopter stands and their
associated taxi-routes may overlap (See Figure 3-7).
Figure
3-6. Helicopter stands designed for hover turns with
air
taxi-routes/taxiways – simultaneous operations
Figure
3-7. Helicopter stands designed for hover turns with
air
taxi-routes/taxiways– non- simultaneous operations
(55) When
intended to be used for ground taxi operations by wheeled helicopters, the
dimensions of a helicopter stand shall take into account the minimum turn
radius of wheeled helicopters the stand is intended to serve.
(56) A helicopter stand and associated
protection area intended to be used for air taxiing shall provide ground
effect.
(57) No fixed
objects shall be permitted on a helicopter stand and the associated protection
area.
(58) The
central zone of the stand shall be capable of withstanding the traffic of
helicopters that it is intended to serve and have a static load-bearing area:
(i) of diameter
not less than 0.83 D of the largest helicopter it is intended to serve; or
(ii) for a
helicopter stand intended to be used for ground taxi-through, the same width as
the ground taxiway.
Note: For a helicopter stand intended
to be used for turning on the ground, the dimension of the central zone may
need to be increased.
(59) Location
of a final approach and take-off area in relation to a runway or taxiway: Where
a FATO is located near a runway or taxiway, and simultaneous VMC operations are
planned, the separation distance between the edge of a runway or taxiway and
the edge of a FATO shall not be less than the appropriate dimension in Table
3-1.
(60) A FATO should not be located:
(i) Near taxiway intersections or holding points
where jet engine efflux is likely to cause high turbulence; or
(ii) Near areas where aero plane vortex wake
generation is likely to exist.
Table
3- 1 : FATO minimum separation distance
|
If aero plane mass and/or helicopter
mass are |
Distance between FATO edge and runway
edge or taxiway edge |
|
up to but not including |
60m |
|
|
120m |
|
|
180m |
|
|
|
(b) Elevated heliports:
Note 1: The
dimensions of the taxi-routes and helicopter stands include a protection area.
Note 2:
Guidance on structural design for elevated heliports is given in the EAC
139-27.
(1) In the case of elevated heliports, design
considerations of the different elements of the heliport shall take into
account additional loading resulting from the presence of personnel, freight,
refueling, firefighting equipment, etc.
(2) Final approach and take-off
area and touchdown and lift-off area : An elevated heliport shall be provided
with at least one FATO.
NoteÜOn elevated
heliports it is presumed that the FATO and one touchdown and lift-off area will
be coincidental.
(3) A
FATO shall be obstacle free.
(4) The dimensions of the FATO shall be:
(i) Where intended to be used by helicopters
operated in performance class 1, as prescribed in the helicopter flight manual
(HFM) except that, in the absence of width specifications, the width shall be
not less than 1 D of the largest helicopter the FATO is intended to serve;
(ii) Where intended to be used by helicopters
operated in performance class 2 or 3, of sufficient size and shape to contain
an area within which can be drawn a circle of diameter not less than:
(A) 1 D of the
largest helicopter when the MTOM of helicopters the FATO is intended to serve
is more than
(B) 0.83 D of
the largest helicopter when the MTOM of helicopters the FATO is intended to
serve is
(5) Where
intended to be used by helicopters operated in performance class 2 or 3 with
MTOM of
Note: Local conditions, such as
elevation and temperature, may need to be considered when determining the size
of a FATO. Guidance is given in EAC 139-27 (under preparation) .
(6) Slopes on a
FATO at an elevated heliport shall be sufficient to prevent accumulation of
water on the surface of the area, but shall not exceed 2 percent in any
direction.
(7) The FATO shall be dynamic load bearing.
(8) The
surface of the FATO shall:
(i) be
resistant to the effects of rotor downwash; and
(ii) be free of
irregularities that would adversely affect the take-off or landing of
helicopters.
(9) The FATO should provide ground effect.
(10) Helicopter
clearways: When a helicopter clearway is provided, it shall be located beyond
the end of the rejected takeoff area available.
(11) The width
of a helicopter clearway should not be less than that of the associated safety
area.
(12) When
solid, the surface of the helicopter clearway should not project above a plane
having an upward slope of 3 per cent, the lower limit of this plane being a
horizontal line which is located on the periphery of the FATO.
(13) An object
situated on a helicopter clearway which may endanger helicopters in the air
should be regarded as an obstacle and should be removed.
(14) Touchdown
and Lift-off areas: One TLOF shall be coincidental with the FATO.
Note: Additional TLOFs may be collocated with helicopter
stands.
(15) For a TLOF
coincidental with the FATO, the dimensions and the characteristics of the TLOF shall
be the same as those of the FATO.
(16) When the
TLOF is collocated with a helicopter stand, the TLOF shall be of sufficient
size to contain a circle of diameter 0.83 D of the largest helicopter the area
is intended to serve.
(17) Slopes on
a TLOF collated with a helicopter stand shall be sufficient to prevent
accumulation of water on the surface of the area, but shall not exceed 2 per
cent in any direction.
(18) When the
TLOF is collocated with a helicopter stand and intended to be used by ground
taxiing helicopters only, the TLOF shall at least be static load bearing and be
capable of withstanding the traffic of helicopters that the area is intended to
serve.
(19) When the
TLOF is collocated with a helicopter stand and intended to be used by air
taxiing helicopters, the TLOF shall have a dynamic load-bearing area.
(20) Safety
area: The FATO shall be surrounded by a safety area which need not be solid.
(21) A safety
area surrounding a FATO intended to be used by helicopters operated in
performance class
(i) Each external side of the safety area shall
be at least 2 D where the FATO is quadrilateral; or
(ii) The outer
diameter of the safety area shall be at least 2 D where the FATO is circular.
(22) A safety area surrounding a FATO intended to
be used by helicopters operated in performance class 2 or
(i)each
external side of the safety area shall be at least 2 D where the FATO is
quadrilateral; or
(ii)the outer
diameter of the safety area shall be at least 2 D where the FATO is circular.
(23) There
shall be a protected side slope rising at 45° from the edge of the safety area
to a distance of
(24) No fixed
object shall be permitted on a safety area, except for frangible objects,
which, because of their function, must be located on the area. No mobile object
shall be permitted on a safety area during helicopter operations.
(25) Objects
whose function require them to be located on the safety area shall not exceed a
height of
(26) In the case of a FATO of diameter less than
1D, the maximum height of the objects whose functions require them to be
located on the safety area should not exceed a height of
(27) The
surface of the safety area, when solid, shall not exceed an upward slope of 4
per cent outwards from the edge of the FATO.
(28) Where applicable, the surface of the safety
area shall be prepared in a manner to prevent fly in debris caused by rotor downwash
(29) The
surface of the safety area abutting the FATO shall be continuous with the FATO.
(30) Helicopter
ground taxiway and ground taxi-route :The width of a helicopter ground taxiway
shall not be less than 2 times the largest width of the undercarriage (UCW) of
helicopters the ground taxiway is intended to serve.
Note: The
requirements from 138.307(b)(30) to 138.307(b) (37) are intended for the safety
of simultaneous operations during the maneuvering of the helicopters. However,
the wind velocity induced by the rotor downwash might have to be considered.
(31) The
longitudinal slope of a helicopter ground taxiway shall not exceed 3 per cent.
(32) A helicopter ground taxiway shall be
static load bearing and be capable of withstanding the traffic of helicopters
that the helicopter ground taxiway is intended to serve.
(33) A
helicopter ground taxiway shall be centered in a ground taxi-route.
(34) A helicopter ground taxi-route shall
extend symmetrically on each side of the centre line to a distance not less
than the largest overall width of the helicopters that it is intended to serve.
(35) No objects shall be permitted on a
helicopter ground taxi-route, except for frangible objects, which, because of
their function, must be located there.
(36) The
helicopter ground taxiway and the ground taxi-route shall provide rapid
drainage but the helicopter ground taxiway transverse slope shall not exceed 2
per cent.
(37) The surface of a helicopter ground
taxi-route shall be resistant to the effect of rotor downwash.
(38) Helicopter
air taxiways and taxi-routes: the width of a helicopter air taxiway shall be at
least three times the largest undercarriage
(UCW) of the helicopters that the air taxiway is intended to serve.
Note. An air
taxiway is intended to permit the movement of a helicopter above the surface at
a height normally associated with ground effect and at groundspeed less than
(39)
The surface of a helicopter air taxiway shall be dynamic load bearing.
(40) The transverse slope of the surface of a
helicopter air taxiway shall not exceed 2 per cent and the longitudinal slope
shall not exceed 7 per cent. In any event, the slopes shall not exceed the
slope landing limitations of the helicopters the air taxiway is intended to
serve.
(41) A
helicopter air taxiway shall be centered in an air taxi-route.
(42) A
helicopter air taxi-route shall extend symmetrically on each side of the centerline
to a distance not less than the largest overall width of the helicopters that
it is intended to serve.
(43) No objects
shall be permitted on an air taxi-route, except for frangible objects, which,
because of their function, must be located thereon.
(44) The
surface of an air taxi-route shall be resistant to the effect of rotor
downwash.
(45) The surface of an air taxi-route shall
provide ground effect.
(46) Aprons: The slope in any direction on a
helicopter stand shall not exceed 2 per cent.
(47) A
helicopter stand shall be of sufficient size to contain a circle of diameter of
at least 1.2 D of the largest
helicopters the stand is intended to serve.
(48) If a helicopter stand is used for
taxi-through, the minimum width of the stand and associated protection area
shall be that of the taxi-route.
(49) When a
helicopter stand is used for turning, the minimum dimension of the stand and protection
area shall be not less than 2 D.
(50) When a helicopter stand is used for
turning, it shall be surrounded by a protection area which extends for a
distance of 0.4 D from the edge of the helicopter stand.
(51) For simultaneous operations, the
protection area of helicopter stands and their associated taxi routes shall not
overlap.
Note : Where
non-simultaneous operations are envisaged, the protection area of helicopter
stands and their associated taxi-routes may overlap.
(52 ) When
intended to be used for ground taxi operations by wheeled helicopters, the
dimensions of a helicopter stand shall take into account the minimum turn
radius of wheeled helicopters the stand is intended to serve.
(53) A
helicopter stand and associated protection area intended to be used for air
taxiing shall provide ground effect.
(54) No fixed
objects shall be permitted on a helicopter stand and the associated protection area.
(55) The
central zone of the helicopter stand shall be capable of withstanding the
traffic of helicopters that it is intended to serve and have a load bearing
area:
(i) Of diameter not less than 0.83 D of the
largest helicopter it is intended to serve; or
(ii) For a
helicopter stand intended to be used for ground taxi through the same width as
ground taxiway.
(56) The central zone of a helicopter stand
intended to be used for ground taxiing only shall be static load-bearing.
(57) The central zone of a helicopter stand
intended to be used for air taxiing shall be dynamic load bearing.
Note: For a
helicopter stand intended to be used for turning on the ground, the dimension
of the central zone might have to be increased.
(c) Helidecks:
Note1: The following requirements are
for helidecks located on structures engaged in such activities as mineral
exploitation, research or construction. See 138.307(d) for shipboard heliport provisions.
Note 2: On helidecks it is presumed
that the FATO and the touchdown and lift-off area will be coincidental.
Reference to FATO within the helideck section of this part is assumed to
include the TLOF. Guidance on the effects of airflow direction and turbulence,
prevailing wind velocity and high temperatures from gas turbine exhausts or
flare radiated heat on the location of the FATO is given in Heliport Manual.
(1) The specifications in paragraphs
138.307.(c).(9) and 138.307.(c).(10) shall be applicable for helidecks
completed on or after 1 January 2012.
(2) A
helideck shall be provided with at least one FATO.
(3) A
FATO may be any shape but shall be of sufficient size to contain:
(i) for
helicopters with a MTOM of more than
(ii) for
helicopters with a MTOM of
(4) For helicopters with a MTOM of
(5) A FATO shall be dynamic load bearing.
(6) A FATO shall provide ground effect.
(7) No fixed object shall be permitted around
the edge of the FATO except for frangible objects, which, because of their
function. must be located thereon.
(8) Objects
whose function require them to be located on the edge of the FATO shall not
exceed a height of .
, except that in the case of a FATO of diameter less than 1D the maximum height
of such objects shall not exceed a height of
(9) Objects
whose function requires them to be located within the FATO (such as lighting or
nets) shall not exceed a height of
Note: Examples of potential hazards
include nets or raised fittings on the deck that might induce dynamic rollover
for helicopters equipped with skids.
(10) Safety net or safety shelves shall be
located around the edge of a helideck but shall not exceed the helideck height
(11) The surface of the FATO shall be
skid-resistant to both helicopters and persons and be sloped to prevent pooling
of water.
Note: Guidance
on rendering the surface of the FATO skid-resistant is contained in EAC 138-27.
under preparation
(d) Shipboard
heliports:
(1) The
requirements in item 138.307(d)(11) shall be applicable to shipboard heliports
completed on or after 1 January 2012.
(2) When helicopter operating areas are
provided in the bow or stern of a ship or are purpose-built above the ship’s
structure, they shall be regarded as purpose-built shipboard heliports.
Note: -On
shipboard heliports, it is presumed that the FATO and the TLOF will be
coincidental. Reference to FATO within the shipboard heliport section of
this part is assumed to include the TLOF. Guidance on the effects of
airflow direction and turbulence, prevailing wind velocity and high temperature
from gas turbine exhausts or flare radiated heat on the location of the FATO is
given in EAC 139-27 (under preparation).
(3) Shipboard heliports shall be provided with at
least one FATO.
(4) The FATO of a shipboard heliport shall be
dynamic load bearing.
(5) The FATO of a shipboard heliport shall
provide ground effect.
(6) For purpose-built shipboard heliports provided
in a location other than the bow or stern the FATO shall be of sufficient size
to contain a circle with a diameter not less than 1.0 D of the largest
helicopter the heliport is intended to serve.
(7) For purpose-built shipboard heliports
provided in the bow or stern of a ship, the FATO shall be of sufficient size
to:
(i) Contain a
circle with a diameter not less than 1 D of the largest helicopter the heliport
is intended to serve; or
(ii) For
operations with limited touchdown directions, contain an area within which can
be accommodated two opposing arcs of a circle with a diameter of not less than
1 D in the helicopters longitudinal direction. The minimum width of the
heliport shall be not less than 0.83
D.(See Figure 3.8).
Note 1: The
ship will need to be maneuvered to ensure that the relative wind is appropriate
to the direction of the helicopter touchdown heading.
Note 2: The
touchdown heading of the helicopter is limited to the angular distance
subtended by the 1 D arcs headings, minus the angular distance which
corresponds to 15 degrees at each end of the arc.
(8) For
non-purpose built shipboard heliports, the FATO shall be of sufficient size to
contain a circle with a diameter not less than 1 D of the largest helicopter
the helideck is intended to serve.
(9) No fixed
object shall be permitted around the edge of the FATO except for frangible
objects, which, because of their function, must be located thereon.
(10) Objects
whose function require them to be located on the edge of the FATO shall not exceed
a height of
(11) Objects
whose function requires them to be located within the FATO (such as lighting or
nets) shall not exceed a height of
(12) The surface of the FATO shall be
skid-resistant to both helicopters and persons.
Figure 3-8. Shipboard permitted landing headings for limited
heading operations
138.309 Obstacle Restriction and Reval
Note: The objectives of the requirements in this
Subpart are to define the airspace around heliports to be maintained free from
obstacles so as to permit the intended helicopter operations at the heliports
to be conducted safely and to prevent the heliports becoming unusable by the
growth of obstacles around them. This is achieved by establishing a series of
obstacle limitation surfaces that define the limits to which objects may
project into the airspace.
(a)
Obstacle limitation surfaces and
sectors:
(1) Description of approach surface: An inclined plane or a
combination of planes sloping upwards from the end of the safety area and
centered on a line passing through the centre of the FATO.
Note: See Figure 4-l.
(2) Characteristics: The limits of an approach surface shall comprise:
(i) An inner edge horizontal and equal in length to the minimum
specified width of the FATO plus the safety area, perpendicular to the centre
line of the approach surface and located at the outer edge of the safety area;
(ii) Two side edges originating at the ends of the inner edge and:
(A) For other than a precision approach FATO, diverging uniformly at a
specified rate from the vertical plane containing the centre line of the FATO,
(B) For a precision approach FATO, diverging uniformly at a specified
rate from the vertical plane containing the centre line of the FATO, to a
specified height above FATO, and then diverging uniformly at a specified rate
to a specified final width and continuing thereafter at that width for the
remaining length of the approach surface; and
(iii) An outer
edge horizontal and perpendicular to the center line of the approach surface
and at a specified height above the elevation of the FATO.
(3) The elevation of the inner edge shall be the elevation of the
safety area at the point on the inner edge that is intersected by the centre
line of the approach surface.
(4) The slope(s) of the approach surface shall be measured in the
vertical plane containing the centre line of the surface.
Note: For heliports used by performance class 2 and
3 helicopters, it is intended that approach paths be selected so as to permit
safe forced landing or one-engine-inoperative landings such that, as a minimum
requirement, injury to persons on the ground or water or damage to property are
minimized. Provisions for forced landing areas are expected to minimize risk of
injury to the occupants of the helicopter. The most critical helicopter type
for which the heliport is intended and the ambient conditions will be factors
in determining the suitability of such areas.
(5) Description of transitional surface: A complex surface along the
side of the safety area and part of the side of the approach surface, that
slopes upwards and outwards to the inner horizontal surface or a predetermined
height.
Note: See Figure 4-1.
(6) Characteristics: The limits of a transitional surface shall
comprise:
(i) A lower edge beginning at the intersection of the side of the
approach surface with the inner horizontal surface, or beginning at a specified
height above the lower edge when an inner horizontal surface is not provided,
and extending down the side of the approach surface to the inner edge of the
approach surface and from there along the length of the side of the safety area
parallel to the centre line of the FATO; and
(ii) An upper
edge located in the plane of the inner horizontal surface, or at a
specified height above the lower edge when an inner horizontal surface is not
provided.
(7) The elevation of a point on the lower edge shall be:
(i) Along the
side of the approach surface: equal to the elevation of the approach surface at
that point; and
(ii) Along the
safety area: equal to the elevation of the centre line of the FATO opposite
that point.
Note: As a result of (ii)
the transitional surface along the safety area will be curved if the profile of
the FATO is curved, or a plane if the profile is a straight line. The
intersection of the transitional surface with the inner horizontal surface, or
upper edge when an inner horizontal surface is not provided, will also be a
curved or a straight line depending on the profile of the FATO.
(8) The slope of the
transitional surface shall be measured in a vertical plane at right angles to
the centre line of the FATO.
(9) Description of inner
horizontal surface: A circular surface located in a horizontal plane above a
FATO and its environs.
Note 1: The intent of the inner horizontal surface
is to allow safe visual maneuvering.
Note 2: See Figure 4-l.
(10) Characteristics: The radius of the inner horizontal surface shall be
measured from the mid-point of the FATO.
(11) The height of the inner horizontal surface shall be measured above
an elevation datum established for such purpose.
Note: Guidance on determining the elevation datum
is contained in EAC 139-27.
(12) Description of conical surface: A surface sloping upwards and
outwards from the periphery of the inner horizontal surface, or from the outer
limit of the transitional surface if an inner horizontal surface is not
provided.
Note: See Figure 4-l.
(13) Characteristics: The limits of the conical surface shall comprise:
(i) A lower edge coincident with the periphery of the inner
horizontal surface, or outer limit of the transitional surface if an inner
horizontal surface is not provided; and
(ii) An upper edge located at a specified height above the inner
horizontal surface, or above the elevation of the lowest end of the FATO if an
inner horizontal surface is not provided.
(14) The slope of the conical surface shall be measured above the
horizontal.
(15) Description of take-off climb surface: An inclined plane, a combination
of planes or, when a turn is involved, a complex surface sloping upwards from
the end of the safety area and centered on a line passing through the centre of
the FATO.
Note: See Figure 4-1.
(16) Characteristics: The limits of a take-off climb surface shall
comprise:
(i) An inner edge horizontal and equal in length to the minimum
specified width of the FATO plus the safety area, perpendicular to the centre
line of the take-off climb surface and located at the outer edge of the safety
area or clearway;
(ii) Two side edges originating at the ends of the inner edge and
diverging uniformly at a specified rate from the vertical plane containing the
centre line of the FATO; and
(iii) An outer edge horizontal and perpendicular to
the center line of the take-off climb surface and at a specified height above
the elevation of the FATO.
(17) The elevation of the inner edge shall be the elevation of the safety
area at the point on the inner edge that is intersected by the centre line of
the take-off climb surface, except that when a clearway is provided, the
elevation shall be equal to the highest point on the ground on the centre line
of the clearway.
(18) In the case of a straight take-off climb surface, the slope shall be
measured in the vertical plane containing the centre line of the surface.
(19) In the case of a take-off climb surface involving a turn, the
surface shall be a complex surface containing the horizontal normals to its
centre line and the slope of the center line shall be the same as that for a
straight take-off climb surface. That portion of the surface between the inner
edge and
(20) Any variation in the direction of the centre line of a take-off
climb surface shall be designed so as not to necessitate a turn of radius less
than
Note: For heliports used by
performance class 2 and 3 helicopters, it is intended that departure paths be
selected so as to permit safe forced landings or one-engine-inoperative
landings such that, as a minimum requirement, injury to persons on the ground
or water or damage to property are minimized. Provisions for forced landing
areas are expected to minimize risk of injury to the occupants of the
helicopter. The most critical helicopter type for which the heliport is
intended and the ambient conditions will be factors in determining the
suitability of such areas.
(21) Description of obstacle-free
sector/surface - helidecks: A complex surface originating at and
extending from, a reference point on the edge of the FATO of a helideck In the
case of a FATO of less than1 D, the reference point shall be located not less
than 0.5 D from the centre of the FATO.
(22) Characteristics: An obstacle-free
sector/surface shall subtend an arc of specified angle.
(23) A helideck
obstacle-free sector shall comprise of two components, one above and one below helideck
level (see Figure 4-2):
(i) Above
helideck level: The surface shall be a horizontal plane level with the
elevation of the helideck surface that subtends an arc of at least 210° with
the apex located on the periphery of the D reference circle extending outwards
to a distance that will allow for an unobstructed departure path appropriate to
the helicopter the helideck is intended to serve.
(ii) Below
helideck level: Within the (minimum) 210° arc, the surface shall additionally
extend downward from the edge of the FATO below the elevation of the helideck
to water level for an arc of not less than 180° that passes through the centre
of the FATO and outwards to a distance that will allow for safe clearance from
the obstacles below the helideck in the event of an engine failure for the type
of helicopter the helideck is intended to serve.
Note: For both
the above obstacle free sectors for helicopters operated in Performance class 1
or 2 the horizontal extent of these distances from the helideck will be
compatible with the one-engine inoperative capability of the helicopter type to
be used.
(24) Description of limited obstacle surface-
helidecks: A complex surface originating at the reference point for the
obstacle-free sector and extending over the arc not covered by the
obstacle-free sector within which the height of obstacles above the level of
the FATO will be prescribed.
Note: Where obstacles are necessarily
located on the structure, a helideck may have a limited obstacle sector
(25)
Characteristics. A limited obstacle sector shall not subtend an arc greater
than 150 degrees.
Its dimensions and location shall be as
indicated in Figure 4-3.
(b) Obstacle limitation requirements:
Note 1: The requirements
for obstacle limitation surfaces are specified on the basis of the intended use
of a FATO, i.e. approach man oeuvre to hover or landing, or take-off man oeuvre
and type of approach, and are intended to be applied when such use is made of
the FATO. In cases where operations are conducted to or from both directions of
a FATO, then the function of certain surfaces may be nullified because of more
stringent requirements of another lower surface.
Note 2: The
following requirements 138.309(b)(1) to
(b)(9) detail requirements particular to Surface level heliports.
(1) The following obstacle limitation surfaces shall be established
for a precision approach FATO:
(i) Take-off climb surface:
(ii) Approach surface;
(iii) Transitional surfaces; and
(iv) Conical surface.
(2) The following obstacle limitation surfaces shall be established
for a non-precision approach FATO:
(i) Take-off climb surface;
(ii) Approach surface;
(iii) Transitional surfaces; and
(iv) Conical surface if an inner horizontal surface is not provided.
(3) The following obstacle limitation surfaces shall be established
for a non-instrument FATO:
(i) Take-off climb surface; and
(ii) Approach surface.
(4) The following obstacle limitation surfaces should be established
for a non-precision approach FATO:
(i) Inner horizontal surface; and
(ii) Conical surface.
Note: An inner horizontal surface may not be
required if a straight-in non-precision approach is provided at both ends.
(5) The
slopes of the surfaces shall not be greater than, and their other dimensions
not less than those specified in Tables 4-l to 4-4 and shall be located as
shown in Figures 4-4 to 4-8 .
(6) New
objects or extensions of existing objects shall not be permitted above any of
the surfaces in 138.309(b)(1) to (b)(2) above except when, in the opinion of
the appropriate authority, the new object or extension would be shielded by an
existing immovable object.
Note: Circumstances in which the shielding
principle may reasonably be applied are described in EAC 139-23.
(7) Existing
objects above any of the surfaces in 138.309(b)(1) to (b)(4) above should, as
far as practicable, be removed except when, in the opinion of the appropriate
authority, the object is shielded by an existing immovable object or after
aeronautical study it is determined that the object would not adversely affect
the safety or significantly affect the regularity of operations of helicopters.
Note: The application of curved take-off climb
surfaces as specified in 138.309(a)(19) may alleviate the problems created by
objects infringing these surfaces.
(8) A
surface level heliport shall have at least two take-off climb and approach
surfaces, separated by not less than 150º.
(9) The
number and orientation of take-off climb and approach surfaces should be such
that the usability factor of a heliport is not less than 95 per cent for the
helicopters the heliport is intended to serve.
Note: The following
requirements 138.309(b)(10) to (b)(11) detail requirements particular to
Elevated heliports.
(10) The obstacle limitation requirements for
elevated heliports shall conform to the requirements for surface level
heliports specified in 138.309(b)(1) to (b)(7).
(11) An elevated heliport shall have at least two take-off climb and
approach surfaces separated by not less than 150º.
Note: The following
requirements 138.309(b)(12) to (b)(18) are for helidecks located on a structure
and engaged in such activities as mineral exploitation, research, or
construction, but excluding heliports on ships.
(12) A
helideck shall have an obstacle-free sector.
Note: A
helideck may have a limited obstacle sector (see paragraph 138.309.(a).(25).
(13) There shall be no fixed obstacles within the
obstacle-free sector above the obstacle-free surface.
(14) In the
immediate vicinity of the helideck, obstacle protection for helicopters shall
be provided below the heliport level. This protection shall extend over an arc
of at least 180º with the origin at the centre of the FATO, with a
descending gradient having a ratio of one unit horizontally to five units
vertically from the edges of the FATO within the 180º sector. This
descending gradient may be reduced to a ratio of one unit horizontally to three
within the 180° sector for multi-engine helicopters operated in performance class
1 or 2 (see Figure 4-2).
(15) Where a mobile obstacle or combination of obstacles within the
obstacle-free sector is essential for the operation of the installation, the
obstacle(s) shall not subtend an arc exceeding 30º, as measured from the
centre of the FATO.
(16) Within the 150º limited obstacle
surface/sector out to a distance of 0.62 D, measured from the centre of the
FATO, objects shall not exceed a height of 0.05 D above the FATO. Beyond that
arc, out to an over-all distance of 0.83 D the limited obstacle surface rises
at a rate of one unit vertically for each two units horizontally (see Figure
4-3).
Note: The
following requirements 138.309(b)(17) to (b)(22) detail requirements particular
to Shipboard heliports.
(17) Shipboard heliports (Purpose-built
heliports located forward or aft ): The specifications in paragraphs,
Purpose-built heliports located forward or aft 138.309(b)(20)and
38.309(b)(22)shall be applicable for shipboard heliport completed on or after 1
January 2012.
(18) When helicopter
operating areas are provided in the bow or stern of a ship they shall apply the
obstacle criteria given in 138.309(b)(12), 138.309(b)(14) and 138.309(b)(16)
above.
(19) Amidships location: Forward and aft of
the FATO shall be two symmetrically located sectors, each covering an arc of
150º, with their apexes on the periphery of the FATO D reference circle.
Within the area enclosed by these two sectors, there shall be no objects rising
above the level of the FATO, except those aids essential for the safe operation
of a helicopter and then only up to a maximum height of
(20) Objects whose function requires them to
be located within the FATO (such as lighting or nets) shall not exceed a height
of
Note: Examples
of potential hazards include nets or raised fittings on the deck that might
induce dynamic rollover for helicopters equipped with skids.
(21) To
provide further protection from obstacles fore and aft of the FATO, rising
surfaces with gradients of one unit vertically to five units horizontally shall
extend from the entire length of the edges of the two 150º sectors. These
surfaces shall extend for a horizontal distance equal to at least 1 D of the
largest helicopter the FATO is intended to serve and shall not be penetrated by
any obstacle (see Figure 4-9 ).
(22)
Non-purpose built heliports Ship’s side location : No objects shall be located within the FATO
except those aids essential for the safe operation of a helicopter (such as
nets or lighting) and then only up to a maximum height of 2.5cm. Such
objects shall only be present if they do
not represent a hazard to helicopters.
(23) From the
fore and aft mid-points of the D reference circle, an area shall extend to the
ship’s rail to a fore and aft distance of 1.5 times the diameter of the FATO,
located symmetrically about the athwart ships bisector of the reference circle.
Within this sector there shall be no objects rising above the level of the
FATO, except those aids essential to the safe operation of the helicopter and
then only up to a maximum height of
(24) A horizontal surface shall be provided, at
least 0.25 times the diameter of the D reference circle, which shall surround
the FATO and the obstacle-free sector, at a height of 0.05 times the diameter
of the reference circle, which no object shall penetrate.
(25) Winching
areas An area designated for winching
onboard ships shall comprise of a circular clear zone of diameter
(26) The maneuvering zone shall comprise of 2 areas:
(i) The inner maneuvering
zone extending from the perimeter of the clear zone and of a circle of diameter
not less than 1.5 D; and
(ii) The outer maneuvering zone extending from the
perimeter of the inner maneuvering zone and of a circle of diameter of not less
than 2D.
(27) Within the
clear zone of a designated winching area, no objects shall be located above the
level of its surface.
(28) Objects
located within the inner maneuvering zone of a designated winching area shall
not exceed a height of
(29) Objects
located within the outer maneuvering zone of a designated winching area shall
not exceed a height of
Figure 4- 1: Obstacle
limitation surfaces
Figure
4-2. Helideck obstacle-free sector
Figure 4-3: Helideck
obstacle limitation sectors
Single-main-rotor and
side-by-side twin rotor helicopters
Figure 4-4: Helideck
obstacle limitation sectors
Tandem-main-rotor
helicopters - Omni directional operations
Figure 4-4: Take-off
climb/approach surface (non-instrument FATO)
Figure 4-5: Take-off climb
surface for instrument FATO
Figure 4 6: Approach
surface for precision approach FATO
Figure 4-7 :Approach
surface for non-precision approach FATO
Figure 4-8: Transitional,
inner horizontal and
conical obstacle limitation
surfaces
Figure 4- 9: Midship
non-purpose built heliport obstacle limitation surfaces
Figure 4-10: Ships-side
non-purpose built heliport
obstacle limitation
surfaces
Figure
4-11 Winching area of a ship.
Figure 4-12: Ships-side
non-purpose built heliport
obstacle limitation
surfaces
Table 4-1: Dimensions and
slopes of obstacle limitation surfaces
NON-INSTRUMENT AND
NON-PRECISION FATO
|
|
|
Non-instrument (visual)
FATO |
Non-precision (instrument approach)
FATO |
|||
|
|
|
Helicopter performance
class |
||||
|
Surface and dimensions |
|
1 |
2 |
3 |
||
|
APPROACH SURFACE |
|
|||||
|
Width of inner edge |
|
Width of safety area |
Width of safety area |
|||
|
Location of inner edge |
|
Boundary |
Boundary |
|||
|
First section |
|
|
|
|
|
|
|
Divergence |
- day |
10% |
10% |
10% |
16% |
|
|
|
- night |
15% |
15% |
15% |
|
|
|
Length |
- day |
245 ma |
245 ma |
245 ma |
2500 m |
|
|
|
- night |
245 ma |
245 ma |
245 ma |
|
|
|
Outer width |
- day |
49 mb |
49 mb |
49 mb |
890 m |
|
|
|
- night |
73.5 mb |
73.5 mb |
73.5 mb |
|
|
|
Slope (maximum) |
|
8%a |
8%a |
8%a |
3.33% |
|
|
Second section |
|
|
|
|
|
|
|
Divergence |
- day |
10% |
10% |
10% |
- |
|
|
|
- night |
15% |
15% |
15% |
|
|
|
Length |
- day |
c |
c |
c |
- |
|
|
|
- night |
c |
c |
c |
|
|
|
Outer width |
- day |
d |
d |
d |
- |
|
|
|
- night |
d |
d |
d |
|
|
|
Slope (maximum) |
|
12.5% |
12.5% |
12.5% |
- |
|
|
Third section |
|
|
|
|
|
|
|
Divergence |
|
parallel |
parallel |
parallel |
- |
|
|
Length |
|
e |
e |
e |
- |
|
|
|
|
e |
e |
e |
- |
|
|
Outer width |
|
d |
d |
d |
- |
|
|
|
|
d |
d |
d |
- |
|
|
Slope (maximum) |
|
15% |
15% |
15% |
- |
|
|
INNER HORIZONTAL |
|
|
|
|
|
|
|
Height |
|
- |
- |
- |
45 m |
|
|
Radius |
|
- |
- |
- |
2000m |
|
|
CONICAL |
|
|
|
|
|
|
|
Slope |
|
- |
- |
- |
5% |
|
|
Height |
|
- |
- |
- |
55 m |
|
|
TRANSITIONAL |
|
|
|
|
|
|
|
Slope |
|
- |
- |
- |
20% |
|
|
Height |
|
- |
- |
- |
45 m |
|
|
a. Slope and length
enables helicopters to decelerate for landing while observing “avoid” areas. |
|
|||||
|
b. The width of the inner edge shall be added to this dimension. |
|
|||||
|
c. Determined by the
distance from the inner edge to the point where the divergence produces a
width of 7 rotor diameters for day operations or 10 rotor diameters for night
operations. |
|
|||||
|
d. Seven rotor diameters over-all width for day
operations or 10 rotor diameters over-all width for night operations. |
|
|||||
|
e. Determined by the distance from inner edge to
where the approach surface reaches a height of 150 m above the elevation of
the inner edge. |
|
|||||
Table 4-2: Dimensions and
slopes of obstacle limitation surfaces
INSTRUMENT (PRECISION
APPROACH) FATO
|
|
3º
approach |
6º
approach |
||||||
|
|
Height above FATO |
Height above FATO |
||||||
|
|
90 m |
60 m |
45 m |
30 m |
90 m |
60 m |
45 m |
30 m |
|
Surface and dimensions |
(300 ft) |
(200 ft) |
(150 ft) |
(100 ft) |
(300 ft) |
(200 ft) |
(150 ft) |
(100 ft) |
|
APPROACH SURFACE |
|
|
|
|
|
|
|
|
|
Length of inner edge |
90 m |
90 m |
90 m |
90 m |
90 m |
90 m |
90 m |
90 m |
|
Distance from end of FATO |
60 m |
60 m |
60 m |
60 m |
60 m |
60 m |
60 m |
60 m |
|
Divergence each side to height above FATO |
25% |
25% |
25% |
25% |
25% |
25% |
25% |
25% |
|
Distance to height above FATO |
1745 m |
1163 m |
872 m |
581 m |
870 m |
580 m |
435 m |
290 m |
|
Width at height above FATO |
962 m |
671 m |
526 m |
380 m |
521 m |
380 m |
307.5 m |
235 m |
|
Divergence to parallel section |
15% |
15% |
15% |
15% |
15% |
15% |
15% |
15% |
|
Distance to parallel section |
2793m |
3 763 m |
4 246 m |
4 733 m |
4250m |
4733 m |
4975 m |
5217 m |
|
Width of parallel section |
1800m |
1800m |
1800m |
1800m |
1800m |
1800m |
1800m |
1800m |