SUBPART E
Visual
Aids
(a) Wind direction indicators:
(1) Application: A heliport shall be equipped with at least one wind
direction indicator.
(2) Location: A
wind direction indicator shall be located so as to indicate the wind conditions
over FATO and in such a way as to be free from the effects of airflow
disturbances caused by nearby objects or rotor downwash. It shall be visible
from a helicopter in flight, in a hover or on the movement area.
(3) Where a TLOF may be subject to a disturbed air
flow, then additional wind direction indicators located close to the area
should be provided to indicate the surface wind on the area.
Note: Guidance on the location of wind direction
indicators is given in EAC 139-27(under preparation).
(4) Characteristics:
A wind direction indicator shall be constructed so that it gives a clear
indication of the direction of the wind and a general indication of the wind
speed.
(5) An indicator should be a truncated cone made of lightweight fabric
and should have the following minimum dimensions:
|
|
Surface level heliports |
Elevated heliports and helpdesks |
|
Length |
2.4 m |
1.2 m |
|
Diameter (larger end) |
0.6 m |
0.3 m |
|
Diameter (smaller end) |
0.3 m |
0.15 m |
(6) The color of the wind direction indicator should be so selected as
to make it clearly visible and understandable from a height of at least 200 m
(650 ft) above the heliport, having regard to background. Where practicable, a
single color, preferably white or orange, should be used. Where a combination
of two colors is required to give adequate conspicuity against changing
backgrounds, they should preferably be orange and white, red and white, or
black and white, and should be arranged in five alternate bands the first and
last band being the darker color.
(7) A wind direction indicator at a heliport intended for use at night
shall be illuminated.
Note: See ECAR Part 139, 139.321(a)(4) Note 1,
concerning improving conspicuity of markings.
(a) Winching area marking:
(1) Application Winching area markings shall
be provided at a designated winching area (see Figure 4-11).
(2) Location: Winching area markings
shall be located so that their centre(s) coincides with the centre of the clear
zone of the winching area.
(3) Characteristics : Winching area markings
shall comprise of a winching area clear zone marking and a winching area
maneuvering zone marking.
(4) A winching area clear zone marking shall
consist of a solid circle of not less than
(5) A winching circle maneuvering zone shall
consist of a broken circle of line of
(b) Heliport
identification marking:
(1) Application: A heliport identification marking shall be provided
at a heliport.
(2) Location: A heliport identification marking shall be located
within the final approach and take-off area, at or near the centre of the area
or when used in conjunction with runway designation markings at each end of the
area.
Figure 5- 1: Heliport identification marking (shown with
hospital cross and
orientation with obstacle-free sector)
(3) Characteristics: A heliport
identification marking, except for a heliport at a hospital, shall consist of a
letter H, white in color. The dimensions of the marking shall be no less than
those shown in Figure 5-l and where the marking is used in conjunction FATO
designation marking specified in 138.313(e) its dimensions shall be
increased by a factor of 3.
(4) A heliport identification marking for a heliport at a hospital
shall consist of a letter H, red in color, on a white cross made of squares
adjacent to each of the sides of a square containing the H as shown in Figure
5- 1.
(5) A heliport identification marking shall be oriented with the cross
arm of the H at right angles to the preferred final approach direction. For a helpdesk
the cross arm shall be on or parallel to the bisector of the obstacle-free
sector as shown in Figure 5-l.
(6) On a helideck, the size of
the heliport identification ‘H’ marking should
have a height of
(c) Maximum
allowable mass marking:
(1) Application: A maximum allowable mass marking should be displayed
at an elevated heliport and at a helpdesk.
(2) Location: A maximum allowable mass marking should be located
within the touchdown and lift-off area and so arranged as to be readable from
the preferred final approach direction.
(3) Characteristics: A maximum allowable mass marking
shall consist of a one, two-or a three-
digit number. The marking shall be expressed in tones (
(4) The
allowable mass marking should be expressed to the nearest
(5) The numbers and the letter of the marking should
have a color contrasting with the background and should be in the form and
proportion shown in Figure 5-2. Except that where space is limited, such as on
an offshore helideck or shipboard heliport, it may be necessary to reduce the
size of the marking to characters with an overall height of not less than
(d) Maximum allowable D-value marking:
(1) Application : The D-value marking should be
displayed at an elevated heliport and at a helideck.
(2) Location : A maximum allowable D-value marking
should be located within the FATO and so arranged as to be readable from the
preferred final approach direction.
(3) Characteristics : The D-value shall be marked on
the FATO in a contrasting colour to it, preferably white. The D-value shall be
rounded to the nearest whole number with 0.5 rounded down. e.g. 19.5 becomes 19
and 19.6 becomes 20.
(i) For a square or rectangular area at equal
intervals of not more than
(ii) For any other shaped area, including a
circular area, at equal intervals of not more than
(4) A final
approach and take-off area marking shall be a rectangular stripe with a length
of 9 m or one-fifth of the side of the final approach and take-off area which
it defines and a width of 1 m. Where a marker is used its characteristics shall
conform to those specified in ECAR Part 139, 139.327(h)(3), except that the
height of the marker shall not exceed 25 cm above ground or snow level.
(5) A final approach and take-off area marking shall be white.
(e) Final approach and take-off area marking or marker:
(1) Application: Final approach and take-off area marking or markers
shall be provided at a surface level heliport on ground where the extent of the
final approach and take-off area is not self-evident.
(2) Location: Final approach and take-off area marking or markers
shall be located on the boundary of the final approach and take-off area.
(3) Characteristics: Final approach and take-off area marking or
markers shall be spaced:
(i) For a square or rectangular area at equal intervals of not more
than
(ii) For any other shaped area, including a circular area, at equal
intervals of not more than
(4) A final
approach and take-off area marking shall be a rectangular stripe with a length
of
(5) A final approach and take-off area marking shall be white.
(f) Final
approach and take-off area designation marking:
(1) Application: A final approach and take-off area designation
marking should be provided where it is necessary to designate the final
approach and take-off area to the pilot.
(2) Location: A final approach and take-off area designation marking
shall be located at the beginning of the final approach and take-off area as
shown in Figure 5-3.
(3) Characteristics: A final approach and take-off area designation
marking shall consist of a runway designation marking described in ECAR Part
139, 139.321(b)(4) and (b)(5) supplemented by an H, specified in 138.313(b)
above, and as shown in Figure 5-3.
(g) Aiming point marking:
(1) Application: An aiming point marking should be provided at a
heliport where it is necessary for a pilot to make an approach to a particular
point before proceeding to the touchdown and lift-off area.
(2) Location: The aiming point marking shall be located within the
final approach and take-off area.
(3) Characteristics: The aiming point marking shall be an equilateral
triangle with the bisector of one of the angles aligned with the preferred
approach direction. The marking shall consist of continuous white lines and the
dimensions of the marking shall conform to those shown in Figure 5-4.
(h) Touchdown and lift-off area marking:
(1) Application :
TLOF marking shall be provided on a heliport if the perimeter of TLOF is
not self-evident.
(2) Location: TLOF marking shall be located along the
perimeter of the TLOF.
(3) Characteristics: TLOF marking shall consist of a
continuous white line with a width of at least
Figure 5-2: Form and
proportions of numbers and letter for
maximum allowable mass
marking
Figure 5-3: Final approach
and take-off area designation marking
Figure 5-4: Aiming point
marking
(i) Touchdown/Positioning marking:
(1) Application:
A touchdown/Positioning marking shall be provided where it is necessary for a
helicopter to touch down or be accurately placed in a specific position.
(2) Location: A
touchdown/Positioning marking shall be located so that when the pilot’s seat is
over the marking, the undercarriage will be inside the load bearing area and
all parts of the helicopter will be clear of any obstacle by a safe margin.
(3) On a helideck the center of the touchdown
marking shall be located at the centre of the FATO except that the marking may
be offset away from the origin of the obstacle-free sector by no more than 0.1
D where an aeronautical study indicates such offsetting to be necessary and
that a marking so offset would not adversely affect the safety.
Note: It is not considered appropriate to offset a
touchdown marking on a heliport located on the bow of a vessel, or for any
helideck where the D-value is
(4) Characteristics
: A touchdown/positioning marking shall be a yellow circle and have a line
width of at least
(5) The inner
diameter of the circle shall be 0.5 D of the largest helicopter the TLOF is
intended to serve.
(6) When a net
is located on the surface of a FATO, it shall be large enough to cover the
whole of the touchdown/positioning marking and shall not obscure other
essential markings.
(j) Heliport
name marking:
(1) Application: A heliport name marking should be provided at a
heliport where there is insufficient alternative means of visual
identification.
(2) Location: The heliport name marking should be placed on the
heliport so as to be visible, as far as practicable, at all angles above the
horizontal. Where an obstacle sector exists the marking should be located on
the obstacle side of the H identification marking.
(3) Characteristics: A heliport name marking shah consist of the name
or the alphanumeric designator of the heliport as used in the R/T
communications.
(4) The characters of the marking should be not less than
(5) A heliport name marking intended for use at night or during
conditions of poor visibility shall be illuminated, either internally or
externally.
(k) Helideck obstacle-free sector marking:
(1) Application
: A helideck obstacle-free sector marking should be provided at a helideck.
(2) Location: A helideck obstacle-free sector
marking shah be located on the FATO perimeter or on the touchdown and lift-off
area TLOF marking.
(3) Characteristics: The helideck obstacle-free
sector marking shall indicate the origin of the obstacle free sector, and the
directions of the limits of the sector.
Note: Example figures are given in EAC 138-27 (under
preparation)
(4) The height
of the chevron shall equal the width of the touchdown and lift-off area marking
but shall be not less than
(5) The chevron shall be marked in a conspicuous
colour .
(l) Helideck
surface marking
(1) Characteristics : The helideck surface, bounded by
the FATO should be of a dark colour using a high friction coating. Where the
surface coating may have a degrading effect on friction qualities it may be
necessary to leave the helideck surface untreated. In such cases, the
conspicuity of the markings should be enhanced by outlining the deck markings
with a contrasting colour.
(m) Helideck
prohibited landing sector marking
(1) Application
: Helideck prohibited landing sector marking should be provided where it is
necessary to prevent the helicopter from landing within specified headings.
(2) Location:
The prohibited landing sector markings should be located on the
touchdown/positioning marking to the edge of the FATO ,within the relevant
headings as shown in Figure 5-5.
(3) Characteristics : The prohibited landing
sector markings shall be indicated by white and red hatched markings as shown
in Figure 5.5.
(4) An air transit route marker shall be divided into three equal,
vertical bands coloured yellow, green and yellow, respectively. If the air
transit route is to be used by night, the marker shall be internally
illuminated or retro-reflective.
Figure 5-5 Helideck prohibited landing sector marking
Figure 5-6: Air taxiway
marker
Figure 5-7: Air transit
route marker
(a) General:
Note 1: See ECAR Part 139, 139.323(a) concerning
requirements on screening of non-aeronautical ground lights, and design of
elevated and inset lights.
Note 2: In the case of helidecks and heliports
located near navigable waters, consideration needs to be given to ensuring that
aeronautical ground lights do not cause confusion to mariners.
Note 3: As helicopters will generally come very
close to extraneous light sources, it is particularly important to ensure that,
unless such lights are navigation lights exhibited in accordance with
international regulations, they are screened or located so as to avoid direct
and reflected glare.
Note 4: The following requirements have been
developed for systems intended for use in conjunction with a non-instrument or
non-precision final approach and take-off area.
(b) Heliport beacon:
(1) Application: A heliport beacon should be provided at a heliport
where:
(i) Long-range visual guidance is considered necessary and is not
provided by other visual means; or
(ii) Identification of the heliport is difficult due to surrounding
lights.
(2) Location: The heliport beacon shall be located on or adjacent to
the heliport preferably at an elevated position and so that it does not dazzle
a pilot at short range.
Note: Where a heliport beacon is likely to dazzle
pilots at short range it may be switched off during the final stages of the
approach and landing.
(3) Characteristics: The heliport beacon shall emit repeated series of
equispaced short duration white flashes in the format in Figure 5-8.
(4) The light from the beacon shall show at all angles of azimuth.
(5) The effective light intensity distribution of each flash should be
as shown in Figure 5-9, illustration 1.
Note: Where brilliancy control is desired, settings
of 10 per cent and 3 per cent have been found to be satisfactory. In addition,
shielding may be necessary to ensure that pilots are not dazzled during the
final stages of the approach and landing.
Figure 5-8: Heliport beacon flash characteristics
(c) Approach lighting system:
(1) Application: An approach lighting system should be provided at a
heliport where it is desirable and practicable to indicate a preferred approach
direction.
(2) Location: The approach lighting system shall be located in a
straight line along the preferred direction of approach.
(3) Characteristics: An approach lighting system should consist of a
row of three lights spaced uniformly at 30 m intervals and of a crossbar 18 m
in length at a distance of 90 m from the perimeter of the final approach and
take-off area as shown in Figure 5-10. The lights forming the crossbar should
be as nearly as practicable in a horizontal straight line at right angles to,
and bisected by, the line of the centre line lights and spaced at 4.5 m
intervals. Where there is the need to make the final approach course more
conspicuous additional lights spaced uniformly at 30 m intervals should be
added beyond the crossbar. The lights beyond the crossbar may be steady or
sequenced flashing, depending upon the environment.
Note: Sequenced flashing lights may be useful where
identification of the approach lighting system is difficult due to surrounding
lights.
(4) Where an approach lighting system is provided for a non-precision
final approach and take-off area, the
system should not be less than 210 m in length.
(5) The steady lights shall be omni directional white lights.
(6) The light distribution of steady lights should be as indicated in
Figure 5-9, Illustration 2 except that the intensity should be increased by a
factor of 3 for a non-precision final approach and take-off area.
(7) Sequenced flashing lights shall be omni directional white lights.
(8) The flashing lights should have a flash frequency of one per
second and their light distribution should be as shown in Figure 5-9,
Illustration 3. The flash sequence should commence from the outermost light and
progress towards the crossbar.
(9) A suitable brilliancy control should be incorporated to allow for
adjustment of light intensity to meet the prevailing conditions.
Note: The following intensity settings have been
found suitable:
(i) Steady lights: 100 per cent, 30 per cent and l0 per cent; and
(ii) Flashing lights: 100 per cent, l0 per cent and 3 per cent.
Figure 5-9: Is candela
diagrams of lights meant for helicopter non-instrument and non-precision
approaches
(d) Visual alignment guidance system:
(1) Application: A visual alignment guidance system should be provided
to serve the approach to a heliport where one or more of the following
conditions exist especially at night:
(i) Obstacle clearance, noise abatement or traffic control procedures
require a particular direction to be flown;
(ii) The environment of the heliport provides few visual surface cues;
and
(iii) It is physically impracticable to install an
approach lighting system.
(2) Location: The visual alignment guidance system shall be located
such that a helicopter is guided along the prescribed track towards the final
approach and take-off area.
(3) The system should be located at the downwind edge of the final
approach and take-off area and aligned along the preferred approach direction.
(4) The light units shall be frangible and mounted as low as possible.
(5) Where the lights of the system need to be seen as discrete
sources, light units shall be located such that at the extremes of system
coverage the angle subtended between units as seen by the pilot shall not be
less than 3 minutes of arc.
(6) The angles subtended between light units of the system and other
units of comparable or greater intensities shall also be not less than 3
minutes of arc.
Note: Requirements of 138.315(d)(5) and (6) can be
met for lights on a line normal to the line of sight if the light units are
separated by 1 metre for every kilometre of viewing range.
(7) Signal format: The signal format of the alignment guidance system
shall include a minimum of three discrete signal sectors providing “offset to
the right”, “on track” and “offset to the left” signals.
(8) The divergence of the “on track” sector of the system shall be as
shown in Figure 5-l 1.
(9) The signal format shall be such that there is no possibility of
confusion between the system and any associated visual approach slope indicator
or other visual aids.
(10) The system shall avoid the use of the same coding as any associated
visual approach slope indicator.
Figure 5- 10: Approach lighting system
Figure 5-11: Divergence of the “on track” sector
(11) The signal format shall be such that the system is unique and
conspicuous in all operational environments.
(12) The system shall not significantly increase the pilot workload.
(13) Light distribution: The useable coverage of the visual alignment
guidance system shall be equal to or better than that of the visual approach
slope indicator system, with which it is associated.
(14) A suitable intensity control shall be provided so as to allow
adjustment to meet the prevailing conditions and to avoid dazzling the pilot
during approach and landing.
(15) Approach track and azimuth setting: A visual alignment guidance
system shall be capable of adjustment in azimuth to within ± 5 minutes of arc
of the desired approach path.
(16) The angle of azimuth guidance system shall be such that during an
approach the pilot of a helicopter at the boundary of the “on track” signal
will clear all objects in the approach area by a safe margin.
(17) The characteristics of the obstacle protection surface specified in
138.315(e)(23) Table 5-l and Figure 5-13 shall equally apply to the system.
(18) Characteristics of the visual alignment guidance system: In the
event of the failure of any component affecting the signal format the system
shall be automatically switched off.
(19) The light units shall be so designed that deposits of condensation,
ice, dirt, etc. on optically transmitting or reflecting surfaces will interfere
to the least possible extent with the light signal and will not cause spurious
or false signals to be generated.
(e) Visual approach slope indicator:
(1) Application: A visual approach slope indicator should be provided
to serve the approach to a heliport, whether or not the heliport is served by
other visual approach aids or by non-visual aids, where one or more of the
following conditions exist especially at night:
(i) Obstacle clearance, noise abatement or traffic control procedures
require a particular slope to be flown;
(ii) The environment of the heliport provides few visual surface cues;
and
(iii) The characteristics of the helicopter require
a stabilized approach.
(2) The standard visual approach slope indicator systems for
helicopter operations shall consist of the following:
(i) PAP1 and APAPI systems
conforming to the requirements contained in ECAR Part 139, 139.323(e)(23) to
139.323(e)(40) inclusive except that the angular size of the on-slope sector of
the systems shall be increased to 45 minutes; or
(ii) Helicopter approach path indicator (HAPI) system conforming to the
requirements in 138.315(e)(6) to (e)(21) inclusive.
(3) Location: A visual approach slope indicator shall be located such
that a helicopter is guided to the desired position within the final approach
and take-off area and so as to avoid dazzling the pilot during final approach
and landing.
(4) A visual approach slope indicator should be located adjacent to
the nominal aiming point and aligned in azimuth with the preferred approach
direction.
(5) The light unit(s) shall be frangible and mounted as low as
possible.
(6) HAPI signal format: The signal format of the HAP1 shall include
four discrete signal sectors, providing an “above slope”, an “‘on slope”, a
“slightly below” and a “below slope” signal.
(7) The signal format of the HAP1 shall be as shown in Figure 5-12,
Illustrations A and B.
Note: Care is required in the design of the unit to
minimize spurious signals between the signal sectors and at the azimuth
coverage limits.
(8) The signal repetition rate of the flashing sector of the HAP1
shall be at least 2 Hz.
(9) The on-to-off ratio of pulsing signals of the HAPI should be 1 to
1 and the modulation depth should be at least 80 per cent.
(10) The angular size of the “on-slope” sector of the HAPI shall be 45
minutes.
(11) The angular size of the “slightly below” sector of the HAP1 shall be
15 minutes.
(12) Light distribution: The light intensity distribution of the HAPI in
red and green colors should be as shown in Figure 5-9, Illustration 4.
Note: A larger azimuth coverage can be obtained by
installing the HAPI system on a turntable.
(13) Colour transition of the HAP1 in the vertical plane shall be such as
to appear to an observer at a distance of not less than 300 m to occur within a
vertical angle of not more than three minutes.
(14) The transmission factor of a red or green filter shall be not less
than 15 per cent at the maximum intensity setting.
(15) At full intensity the red light of the HAP1 shall have a
Y-coordinate not exceeding 0.320 and the green light shall be within the
boundaries specified in ECAR Part 139, Appendix 1, 2.1.3.
(16) A suitable intensity control shall be provided so as to allow
adjustment to meet the prevailing conditions and to avoid dazzling the pilot
during approach and landing.
(17) Approach slope and elevation setting: A HAP1 system shall be capable
of adjustment in elevation at any desired angle between 1 degree and 12 degrees
above the horizontal with an accuracy of ±5 minutes of arc.
(18) The angle of elevation setting of HAP1 shall be such that during an
approach, the pilot of a helicopter observing the upper boundary of the “below
slope” signal will clear all objects in the approach area by a safe margin.
(19) Characteristics of the
light unit: The system shall be so designed that:
(i) In the event the vertical misalignment of a unit exceeds ±
0.5º (± 30 minutes), the system will switch off automatically; and
(ii) If the flashing mechanism fails, no light will be emitted in the
failed flashing sector(s).
(20) The light unit of the HAP1 shall be so designed that deposits of
condensation, ice, dirt, etc. on optically transmitting or reflecting surfaces
will interfere to the least possible extent with the light signal and will not
cause spurious or false signals to be generated.
(21) A HAP1 system intended for installation on a floating helideck
should afford a stabilization of the beam to an accuracy of ± l/4º within
± 3º pitch and roll movement of the heliport.
Table 5-l: Dimensions and
slopes of the obstacle protection surface
|
SURFACE AND DIMENSIONS |
NON-INSTRUMENT FATO |
NON-PRECISION FATO |
|
|
Length of inner edge |
Width of safety area |
Width of safety area |
|
|
Distance from end of FATO |
3 m minimum |
60 m |
|
|
Divergence |
10% |
15% |
|
|
Total length |
2 500 m |
2 500 m |
|
|
Slope |
PAPI |
Aa - 0.57o |
Aa - 0.57o |
|
HAPI |
Ab - 0.65o |
Ab - 0.65o |
|
|
APAPI |
Aa - 0.9o |
Aa - 0.9o |
|
|
a. As indicated in ECAR Part 139, Figure 5-13. b. The angle of the upper boundary of the “below slope” signal. |
|||
Figure 5- 12: HAP1 signal
format
Figure 5-13: Obstacle protection surface
for visual approach slope
indicator systems
Note: The following requirements 138.315(e)(22) to
(e)(26) of obstacle protection surface apply to PAPI,
APAPI and HAPI.
(22) An obstacle protection surface shall be established when it is
intended to provide a visual approach slope indicator system.
(23) The characteristics of the obstacle protection surface, i.e. origin,
divergence, length and slope shall correspond to those specified in the
relevant column of Table 5-l and in Figure 5-13.
(24) New objects or extensions of existing objects shall not be permitted
above an obstacle protection surface 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 EAC139-23.
(25) Existing objects above an obstacle protection surface shall 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 of operations
of helicopters.
(26) Where an aeronautical study indicates that an existing object
extending above an obstacle protection surface could adversely affect the
safety of operations of helicopters one or more of the following measures shall
be taken:
(i) Suitably raise the approach slope of the system;
(ii) Reduce the azimuth spread of the system so that the object is
outside the confines of the beam;
(iii) Displace the axis of the system and its
associated obstacle protection surface by no more than 5’;
(iv) Suitably displace the final approach and take-off area; and
(v) Install a visual alignment guidance system specified in
138.315(d).
Note: Guidance on this issue is contained in
EAC139-27.
(f) Final approach and take-off area lights:
(1) Application: Where a final approach and take-off area is established
at a surface level heliport on ground intended for use at night, final approach
and take-off area lights shall be provided except that they may be omitted
where the final approach and take-off area and the touchdown and lift-off area
are nearly coincidental or the extent of the final approach and take-off area
is self-evident.
(2) Location: Final approach and take-off area lights shall be placed
along the edges of the final approach and take-off area. The lights shall be
uniformly spaced as follows:
(i) For an area in the form of a square or rectangle, at intervals of
not more than 50 m with a minimum of four lights on each side including a light
at each comer; and
(ii) For any other shaped area, including a circular area, at intervals
of not more than 5 m with a minimum of ten lights.
(3) Characteristics: Final approach and take-off area lights shall be
fixed omni directional lights showing white. Where the intensity of the lights
is to be varied the lights shall show variable white.
(4) The light distribution of final approach and take-off area lights
should be as shown in Figure 5-9, Illustration 5.
(5) The lights should not exceed a height of 25 cm and should be inset
when a light extending above the surface would endanger helicopter operations.
Where a final approach and take-off area is nor meant for lift-off or
touchdown, the lights should not exceed a height of 25 cm above ground or snow
level.
(g) Aiming point lights:
(1) Application: Where an aiming point marking is provided at a
heliport intended for use at night, aiming point lights should be provided.
(2) Location: Aiming point lights shall be collocated with the aiming
point marking.
(3) Characteristics: Aiming point lights shall form a pattern of at
least six omni directional white lights as shown in Figure 5-4. The lights
shall be inset when a light extending above the surface could endanger
helicopter operations.
(4) The light distribution of aiming point lights should be as shown
in Figure 5-9, Illustration 5.
(h) Touchdown and lift-off area lighting
system:
(1) Application: A touchdown and lift-off area lighting system shall
be provided at a heliport intended for use at night.
(2) The touchdown and lift-off area lighting system for a surface
level heliport shall consist of one or more of the following:
(i) Perimeter lights; or
(ii) Floodlighting; or
(iii) Arrays
of segmented point source lighting (ASPSL) or Luminescent panel (LP) lighting to identify the
touchdown and lift-off area when (i) and (ii) are not practicable and final approach and take-off
area lights are available.
(3) The touchdown and lift-off area lighting system for an elevated
heliport or helideck shall consist of:
(i) Perimeter lights; and
(ii) ASPSL and/or LPs to identify
the touchdown marking where it is provided and/or floodlighting to illuminate
the touchdown and lift-off area.
Note: At
elevated heliports and helidecks, surface texture cues within the touchdown and
lift-off area are essential for helicopter positioning during the final
approach and landing. Such cues can be provided using various forms of lighting
(ASPSL, LP, floodlights or a combination of these lights, etc.) in addition to
perimeter lights. Best results have been demonstrated by the combination of
perimeter lights and ASPSL in the form of encapsulated strips of light emitting
diodes (LEDs) to identify the touchdown and heliport identification markings.
(4) Touchdown and lift-off area
ASPSL and/or LPs to identify the touchdown marking and/or floodlighting should
be provided at a surface-level heliport intended for use at night when enhanced
surface texture cues are required.
(5) Location: Touchdown and lift-off area perimeter lights shall be
placed along the edge of the area designated for use as the touchdown and
lift-off area or within a distance of 1.5 m from the edge. Where the touchdown
and lift-off area is a circle the lights shall be:
(i) Located on straight lines in a pattern which will provide
information to pilots on drift displacement; and
(ii) Where (i) is not practicable, evenly spaced around the perimeter
of the touchdown and lift-off area at the appropriate interval except that over
a sector of 45º the lights shall be spaced at half spacing.
(6) Touchdown and lift-off area perimeter lights shall be uniformly
spaced at intervals of not more than 3 m for elevated heliports and helidecks
and not more than 5 m for surface level heliports. There shall be a minimum
number of four lights on each side including a light at each comer. For a
circular touchdown and lift-off area, where lights are installed in accordance
with 138.315(h)(5)(ii) there shall be a minimum of fourteen lights.
Note: Guidance on this issue is contained in
EAC139-27.
(7) The touchdown and lift-off area perimeter lights shall be
installed at an elevated heliport or fixed helideck such that the pattern
cannot be seen by the pilot from below the elevation of the touchdown and
lift-off area.
(8) The touchdown and lift-off area perimeter lights shall be
installed at a floating helideck, such that the pattern cannot be seen by the pilot
from below the elevation of the touchdown and lift-off area when the helideck
is level.
(9) On surface level heliports, ASPSL or LPs, if provided to identify the touchdown and lift-off area, shall be placed along the
marking designating the edge of the touchdown and lift-off area. Where the
touchdown and lift-off area is a circle they shall be located on straight lines
circumscribing the area.
(10) On surface level heliports the minimum number of LPs on
a touchdown and lift-off area shall be nine. The total length of LPs in
a pattern shall not be less than 50 per cent of the length of the pattern.
There shall be an odd number with a minimum number of three panels on each side
of the touchdown and lift-off area including a panel at each comer. LPs
shall be uniformly spaced with a distance between adjacent panel ends of not
more than 5 m on each side of the touchdown and lift-off area.
(11) When LPs are used on an elevated heliport or helideck to enhance surface texture
cues the panels should not be placed adjacent to the perimeter lights. They
should be placed around a touchdown marking where it is provided or coincident
with heliport identification marking.
(12) Touchdown and lift-off area floodlights shall be located so as to
avoid glare to pilots in flight or to personnel working on the area. The
arrangement and aiming of floodlights shall be such that shadows are kept to a
minimum.
Note:
ASPSL and LPs used to designate the touchdown and/or heliport identification
marking have been shown to provide enhanced surface texture cues when compared
to low-level floodlights. Due to the risk of misalignment, if floodlights are
used, there will be a need for them to be checked periodically to ensure they
remain within the requirements contained within 138.315 (h).
(13) Characteristics: The touchdown and lift-off area perimeter lights
shall be fixed omni directional lights showing green.
(14) At a surface level heliport,
ASPSL or LPs shall emit green light when used to define the perimeter of the
touchdown and lift-off area..
(15) The provisions of 138.315(h)(13) and 138.315(h)(14) shall not require the replacement of existing
installations before
(16) The chromaticity and luminance of colours of luminescent panels
should conform to ECAR Part 139, Appendix 1, 3.4.
(17) A LP shall have a minimum width of 6 cm. The panel housing shall be
the same color as the marking it defines.
(18) The perimeter lights should not exceed a height of 25 cm and should
be inset when a light extending above the surface could endanger helicopter
operations.
(19) When located within the safety area
of a heliport or within the obstacle free sector of a helideck, the touchdown and lift-off
area floodlights should not exceed a height of 25 cm.
(20) The LPs shall not extend above the surface by more than 2.5 cm.
(21) The light distribution of the perimeter lights should be as shown in
Figure 5-9, Illustration 6.
(22) The light distribution of the LPs should be as shown in Figure 5-9,
Illustration 7.
(23) The spectral distribution of touchdown and lift-off area floodlights
shall be such that the surface and obstacle marking can be correctly
identified.
(24) The average horizontal luminance of the floodlighting should be at
least 10 lux, with a uniformity ratio (average to minimum) of not more than 8:l
measured on the surface of the touchdown and lift-off area.
(25) Lighting
used to identify the touchdown marking should comprise a segmented circle of omni
directional ASPSL strips showing yellow. The segments should consist of ASPSL
strips, and the total length of the ASPSL strips should not be less than 50 per
cent of the circumference of the circle.
(26) If utilized,
the heliport identification marking lighting should be omni directional showing
green.
(i) Winching area floodlighting:
(1) Application: Winching area floodlighting shall be provided at a
winching area intended for use at night.
(2) Location: Winching area floodlights shall be located so as to
avoid glare to pilots in flight or to personnel working on the area. The
arrangement and aiming of floodlights shall be such that shadows are kept to a
minimum.
(3) Characteristics: The spectral distribution of winching area
floodlights shall be such that the surface and obstacle markings can be
correctly identified.
(4) The average horizontal luminance should be at least 10 lux,
measured on the surface of the winching area.
(j) Taxiway lights:
Note: The requirements for taxiway centre line
lights and taxiway edge lights in ECAR Part 139, 139.323(o) and (p) are equally
applicable to taxiways intended for ground taxiing of helicopters.
(k) Visual aids for denoting obstacles:
Note: The requirements for marking and lighting of
obstacles included in ECAR Part 139, Subpart I, are equally applicable to
heliports and winching areas.
(l) Floodlighting of obstacles:
(1) Application: At a heliport intended for use at night, obstacles
shall be floodlighted if it is not possible to display obstacle lights on them.
(2) Location: Obstacle floodlights shall be arranged so as to
illuminate the entire obstacle and as far as practicable in a manner so as not
to dazzle the helicopter pilots.
(3) Characteristics: Obstacle floodlighting should be such as to
produce a luminance of at least 10 cd/m2.
138.317 Heliport services
(a) Rescue and fire fighting:
Introductory Note: These requirements from 1 to 10
apply to surface level heliports and elevated heliports only, while the
requirement number 11 applies to helidecks. The requirements complement those
in ECAR Part 139, 139.337 concerning rescue and fire fighting requirements at
aerodromes. The principal objective of a rescue and fire fighting service is to
save lives. For this reason, the provision of means of dealing with a
helicopter accident or incident occurring at or in the immediate vicinity of a
heliport assumes primary importance because it is within this area that there
are the greatest opportunities of saving lives. This must assume at all times
the possibility of, and need for, extinguishing a fire which may occur either
immediately following a helicopter accident or incident or at any time during
rescue operations. The most important factors bearing on effective rescue in a
survivable helicopter accident are the training received, the effectiveness of
the equipment and the speed with which personnel and equipment designated for
rescue and fire fighting purposes can be put into use. For an elevated
heliport, requirements to protect any building or structure on which the
heliport is located are not taken into account. Additional guidance material on
rescue and fire fighting requirements for helidecks may be found in EAC 139-27.
(1) Level of protection to be provided: The level of protection to be
provided for rescue and fire fighting shall be based on the over-all length of
the longest helicopter normally using the heliport and in accordance with the
heliport fire fighting category determined from Table 6-1, except at unattended
heliport with a low movement rate..
Note: Guidance to assist the appropriate authority
in providing rescue and fire fighting equipment and services at surface-level
and elevated heliports is given in EAC 139-27.
(2) During anticipated periods of operations by smaller helicopters,
the heliport fire fighting category may be reduced to that of the highest
category of helicopter planned to use the heliport during that time.
(3) Extinguishing agents: The principal extinguishing agent should be
a foam meeting the minimum performance level B.
Note: Information on the required physical
properties and fire extinguishing performance criteria needed for a foam to
achieve an acceptable performance level B rating is given in EAC 139-18.
(4) The amounts of water for foam production and the complementary
agents to be provided should be in accordance with the heliport fire fighting
category determined under 138.317(a)(1)
and Table 6-2 or Table 6-3 as appropriate.
Note: The amounts of water specified for elevated
heliports do not have to be stored on or adjacent to the heliport if there is a
suitable adjacent pressurized water main system capable of sustaining the
required discharge rate.
(5) At a surface-level heliport it is permissible to replace all or
part of the amount of water for foam production by complementary agents.
(6) The discharge rate of the foam solution should not be less than
the rates shown in Table 6-2 or Table 6-3 as appropriate. The discharge rate of
complementary agents should be selected for optimum effectiveness of the agent
used.
(7) At an elevated heliport, at least one hose spray line capable of
delivering foam in a jet spray pattern at 250 L/min should be provided.
Additionally at elevated heliports in categories 2 and 3, at least two monitors
should be provided each having a capability of achieving the required discharge
rate and positioned at different locations around the heliports so as to ensure
the application of foam to any part of the heliport under any weather condition
and to minimize the possibility of both monitors being impaired by a helicopter
accident.
Table 6-1: Heliport fire
fighting category
|
Category |
Helicopter over-all lengtha |
|
H1 |
up to but not including 15 m |
|
H2 |
from 15 m up to but not including
24 m |
|
H3 |
from 24 m up to but not including
35 m |
|
a.
Helicopter length, including the tail boom and the rotors. |
|
(8) Rescue equipment: At an elevated heliport rescue equipment should
be stored adjacent to the heliport.
Note: Guidance on the rescue equipment to be
provided at a heliport is given in EAC 139-27.
(9) Response time: At a surface-level heliport, the operational
objective of the rescue and fire fighting service should be to achieve response
times not exceeding two minutes in optimum conditions of visibility and surface
conditions.
Note: Response time is considered to be the time
between the initial call to the rescue and fire fighting service and the time
when the first responding vehicle(s) (the service) is (are) in position to
apply foam at a rate of at least 50 per cent of the discharge rate specified in
Table 6-2.
(10) At an elevated heliport, the rescue and fire fighting service should
be immediately available on or in the vicinity of the heliport while helicopter
movements are taking place.
Table 6-2: Minimum usable
amounts of extinguishing agents
for surface level heliports
|
|
Foam meeting performance |
|
|
|||||
|
|
level B |
|
Complementary agents |
|||||
|
|
Water |
Discharge rate |
|
Dry chemical |
|
Halons |
|
CO2 |
|
Category |
(L) |
foam solution (L/min) |
|
powders (kg) |
or |
(kg) |
or |
(kg) |
|
(1) |
(2) |
(3) |
|
(4) |
|
(5) |
|
(6) |
|
H1 |
500 |
250 |
|
23 |
|
23 |
|
45 |
|
H2 |
1000 |
500 |
|
45 |
|
45 |
|
90 |
|
H3 |
1600 |
800 |
|
90 |
|
90 |
|
180 |
Table 6-3: Minimum usable
amounts of extinguishing agents
for elevated heliports
|
|
Foam meeting performance |
|
|
|||||
|
|
level B |
|
Complementary agents |
|||||
|
|
Water |
Discharge rate |
|
Dry chemical |
|
Halons |
|
CO2 |
|
Category |
(L) |
foam solution (L/min) |
|
powders (kg) |
or |
(kg) |
or |
(kg) |
|
(1) |
(2) |
(3) |
|
(4) |
|
(5) |
|
(6) |
|
H1 |
2500 |
250 |
|
45 |
|
45 |
|
90 |
|
H2 |
5000 |
500 |
|
45 |
|
45 |
|
90 |
|
H3 |
8000 |
800 |
|
45 |
|
45 |
|
90 |
(11) On any helicopter deck
there shall be provided and stored near to the means of access to that deck:
(i) At least two dry powder extinguishers having
a total capacity of not less than 45 kg;
(ii)
A suitable foam application system consisting of monitors or foam-making branch
pipes capable of delivering foam solution to all parts of the helicopter deck
at a rate of not less than 6 L/min for at least 5 min for each square metre of
the area contained within a circle of diameter "D", where
"D" is the distance in metres across the main rotor and across both
rotors for a tandem rotor helicopter. The administration may accept other
tire-fighting systems which provide a fire-extinguishing capability at least as
effective as the required foam application system;
(iii)
Carbon dioxide extinguishers of a total
capacity of not less than 18 kg or equivalent, one of these extinguishers being
so equipped as to enable it to reach the engine area of any helicopter using
the deck; and
(iv)
At least two dual purpose nozzles and hoses sufficient to reach any part of the
helicopter deck.
138.319 Noncom plying conditions
(a) Unless
otherwise authorized by the ECAA, whenever the requirements of this Part cannot
be met to the extent that uncorrected
unsafe conditions exist
on the heliport, the heliport certificate holder
shall limit helicopter operations to those portions of the heliport not
rendered unsafe by those conditions.
(b) The
heliport certificate holder shall notify the ECAA of any condition which do not
meet the standards prescribed in this Part immediately.