"

Heliport Manual

(Doe 9261·ANI9(3)

Tbird Edition - 1995

 ~ issue of amendmcnts is announced regularty in lhe fCAO Jouma l and in lhe
monthly Supplemellt to the Catalogue o/ /CAO Puhliccuions and Audio Visual
Training Aids. which holders of this publlcatlon sho uld co nsuu. The space below is
providcd to keep a record ot such amendrnents.

RECORO OF AMENOMENTS ANO CO RRIG ENOA

A MENDMEJ'\'TS CORRIGEN DA

Date Date Entcrcd Dal e O"', Eracred

No. applicable entercd by Nu. o r issue entered by

( ii)
 FOREWORD
Annex 14, Vol uIIll: lI, whic h beca me applicable on
15 Novcmbcr 1990, includes specifications on lhe planning,
design and operation of helipo rts. The applicability of lhe
visual aids par t of lhe speclâcatíons is IlOW lirruted to
opera tions in visual meteoro logical conditions. Hc wever,
Amendmcm No. 110 Anncx 14. Volume lI, which ts being
processed for applic ability in Novemb er 1995. will exp and
the specificatlons to support helicopter non-precision
approacbc s. The purpose of this updated Heliport Manual,
which replaces ali previous editions, ís to prov ide guidance
in impl eme nting thc above-menticned speclfícatlo ns.
The manual deals with three principal types of heliports,
narrely, surface levei hetíports. elevated heliports and
bclidecks which may be Iocated 00 offshore insta llations a r
ships. Thc manual nol c nly entarges upon some of lhe
specifications in Annex 14, Volume Il, as necessary, but
also providos guíd ance on aspects nor deal t with in the
(iii )
Anncx . e.g. site sclccli on, winching area s. underslung load
operatíng areas, etc .
Users of this manual are advised that spec íücauons related
ro helicopter operation s in otber Annexes, for instance,
Annex 6. Pan DL Internacional Opem tíom - He íicop ters,
may vary somew hat from uiose specífíed in Annex 14.
Vo lume lI. In such c a.s es , the more dc manding rcquircmcnts
should be applied. To assist users or this manu al, lhe
c narac terísdcs of lhe majorit y of helicopter types curreruly
in use have been included in an Appendi x.
It is intended that the manu al be kcpt up-to-date. Future
edi tions will be impr oved 00 lhe bas ís of o n-go ing studies
by ICAO and on comme nts and suggesüon s rcceived from
the users of this manual. Therefore , rcadcrs are invited to
provide tbeír víews , comrrenrs and suggesuoos on this
editioo. These sho uld be directed to lhe Sccrerary Gener al
of ICAO .
 -
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 TABLE DF CDNTENTS

Page Page

Cha pter 1. Sile selection and struclUral 2.1.7 Air transit routes ... .... lO
dHi:lgn • • • • • • • •• • • • • • • • •••• • • • • • • • • • 1 2.1.8 Aprons . . ... . .. . . . . . . . . .. lO
2.1.9 Províslon of a final approa ch and
1.1 Genera.l _ . .. . . . . . . . • . . .. . . .. . . 1 take-off area in rela tion to a
1.2 Surface-Ie vej beliports •.. • . .. •.. . .. 2 runway or tax íway ...... . . . . 20
1.2. 1 Final appro ach and take-off 2.2 Elevared heliports . . ... . .. . . . .. .. . 21
areas (tAIUs) ,. , . 2 2.2.1 Final appro ach and take-off
1.2.2 Water heliports , . 2 arca an d toucbdown and
1.3 Elevated helíports " . 5 lift-off area . . . . . .. . . .. .. .. 21
1.3.1 General . 5 2.2.2 Safety arca . . .. . . . . . .. .. .. 21
1.3.2 Srrucrural desígn .... . .. . . . • 5 2.3 Hehdecks 0 0 offshore installali ons . ... 22
1.3.3 Personnel safery _. . 8 2.3.1 Final approacb and take -off
1.4 Helidecks 0 0 offshore ínsra üauons . 8 area and touchdo wn and
1.4.1 General _. . • . . . .. . . . . . . ... 8 líft-off area .. ........ . .. .. 22
1.4.2 Effec ts of airtlow s o ver 2.4 Helideck s 0 0 ships ... .... .... .. . . 23
o ffsb OI"C ins tlllliltio ns .• • . . . • . . 9 2.4 .2 Final approach and rexe-orr
1.4.3 Effee ts or temperature area and touchdown and
increases at offshore lift-off area ... .. ....... .. . 23
installations , . 10
1.4.4 l' ersonnel safery . . , . 10
1.4.5 Control of crane movement . 11
1.4.6 Structural des ig n stre ngth . 11 Chllpter 3. Obstade restriction and
1.4.7 Typcs of oüshore mstaãauon re mova) • • • • • • • • • • • • • • • • • • • • • • • • •• • •
an d support vessel . 11
1.5 Helídecks 0 0 shi ps . '2 3. 1 Obsta cle limitatioo surfaces and
1.5.1 Hclidecks 0 0 ships . '2 sectors 24
1.5.2 Heliports on shíps _ .. _ . 13 3. 1.1 General , . 24
1.5.3 Special rypes or ships . 13 3.l.2 Approach surtace . 24
3.1.3 Tra nsitiona l surface . 25
3. 1.4 Inner horizontal surface . 26
3.I.5 Con ícar surrace . 26
Cbapter 2. Physical chaeacterístícs . • • • • • • • lO 3.1.6 Take-off climb surface . . , . 26
3.1.7 Obst acle-free sectorlsur face -
2.1 Surrace-tevei beliports . .. . • . .. ... ..
2.1.1 Final appro ach and take-otr
'O helidecks
3. 1.8 Limited o bstac lc surface -
. 28

areas . 'O helidecks . 28

2.1.2 Helicopter c1earways . 'O 3.2 Obstacle ltmítatíon req uirements . 28
2.1.3 Touchdown and lift-o ff áreas 3.2.1 Surface levei beliports . 28
(TLOFs) . . . . . . . . . .•. .. • . . 17 3.2.2 Elevated helíports ... •..... .. 32
2. 1.4 Safety areas . 17 3.2. 3 Helidecks on offs bore
2.1.5 Helicopter ground taxíways . 18 mstauauons . J2
2.1.6 Air taxiways .. , ,.. 18 3.2.4 Helidecks 00 ships . 33

(v)
(vi) Heíípon Manual
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Poge PagE

Chtloptt r 4. Winebing arcas and 5.S.!l Restsnnce to foreigo matter . 76

e edcrslceg load operatilijl; areas on 5.5.9 Condenseuon and ice , 76
sblps . . . .. .... .... . ... . . . . . • ..•. • . . 54 5.5.10 Inilia l m gm inspec tion . 7.
5.5.11 Routine tnspectíon , .. 77
4.1 Winchi ng areas , . 54 5.5. 12 Method of checking . 77
4.2 Unders lung load operating áre as . 54 5.5.13 Layout and ele vation sening
4.2.1 General considerati ons . 54 angle . 77
4.2.2 Underslung load area sclccuc n .. 56 5.5.14 Clearance from FATO . ..•...• 77
4.2.3 Operanng condirions . 56 5.5.15 Ob stacle cocsí derauons . 77

Cha pter 5. Visu al aids •••• • •••• • • •••• •• 57 Ch a prer 6. Rescue and tir e fighting . • • • •• • 79

5.1 General ,. , . 57 6.1 Introdu ction , , . 79

5.2 Surfa ce levei heh ports . 57 6. 2levei of protec tion . 79
5.2. 1 Indieators . 57 6.3 Types of extiriguisbtng agents . '0
5.2.2 Marldng aids . .. . . . . . • • . . • . 57 6.4 Ptre protectíon concept , .. KI
5.2.3 Lighting aids . 59 6.5 Criticai area for helfports . K2
5.3 Elevated heliports and helidecks . 65 6.6 Amo unts of extínguishíng agene . 82
5.3.1 Indicators . . .........•. .. . 65 6.7 Response time , . 83
5.3. 2 Marking aids . 65 6.8 Special prcvisions related to
5.3.3 Lighting aids . 66 elevated helíports . 84
5.4 Visual alignmcnt guídance system . 67 6.9 Rescue equipment . 84
5.4 .1 General . 67 6.10 lnt emat ional Mar itime Orga nization
5.4.2 Type of signal . 72 (I MO) practíc e for helideck s . .. , ... . 84
5.4.3 Layout and seuing angle . 72
5.4.4 Brillianc y ,.•. 73
5.4.5 Charactertsncs . 73 Chapur 7. HeUport datai . .. . .. .. .. • • • • • 86
5.4.6 Inilial ütgtu ínspection . 73
5.4.7 Routine inspec tion . 73 7.1 Geograph ical cccnlinates . se
5.4.8 Obstacle cccsiôeratíous . •. . . . . 73 1.2 Hcliport rcrcrcocc point . '6
5.4.9 Descrípuon of a sysrcm uscd 7.3 lleJiport elev ation . 86
in Prance . .. . .. .. • .. . . • . • . 73 1 .4Heliport dimensioos and
5.5 Helicop tcr approach path indicator . 74 related information . 86
5.5 .1 General . 74 7.5 Declared dislances . 87
5.5.2 Type of signa l . 74 7.6 Resc ue and tire fighüng . 87
5.5.3 Equipment specuica üons . 74
5.5.4 Seníng angles . 74
5.5.5 Brilliancy . 76 Appendlx 1. Helicopter charactertstícs • •• • • 8.
5.5.6 Mounting . 76
5.5.7 Frangihility and blast
resistance . 76 Appendix 2. Glossary of terms • ••• •• •• ••• 97
 Chapter 1
SlTE SELECTION AND STRUCTURAL DESIGN
Note.- Although by defin ítion a heliport is an aerodrome for use by
helicopters anIy. in this manual when the term aerodrome ís used, it means
an aerodrome designed prim arily for the use of aeraplanes.
1.1 GENERAL
1.1. 1 The particular advanrages of the opcration of
helicopters, in that ai! scrvíces ean be provided in very
dose prox imity to the centres where trarrtc ts genera ted,
should bc givcn t un con sideration whe n choos ing a site.
The selected site shou ld also be con veniently situated as
regards ground transport acccss and adequare vehicle
parking facilities.
1.1.2 To minimize noise disturbance, the ambient noise
level sbo uld be considered, p articularly n~ ar noi se sensiti ve
h uildings such as hospitals, schools and busi ness premíses
and espec ial1y in relatio n to arcas beneath the approach and
dcparturc p a ths o f hclicopters,
1.1.3 Helíporr design and locaríon should be such that
do wnw ind operations are avoided and cro ss-wind op er atíons
are kep t to a minimum . He líports should have two approach
surfaces, separated by at least 150°. Additional approach
surfaces may be provided, the total number and orien tation
ensuring that the heliport usability factor wiU be at Ieast
95 per ce nt for the heliccpters the heliport is in tended to
serve. The se criteria should apply equally to surfa ce le vei
and elevated heliports.
1.1.4 Possiblc air traffie ccontcts bctwecn bclicopters
using a heliport and othe r air tr affic should be avo ided. The
need 10 provide aír traffie co ntrol serv íces may need to be
examined.
1.1.5 For heliports used by performance clas s 2 and 3
helicopters the ground beneath the take-off climb and
approachsurfacessbould permit safe one-engire-lnoperative
tandíngs or Iorced landíngs during wfnch injury to persons
00 the ground and damage to property are mínimized. The
I
provision of such areas shouId also minimi ze the risk of
inju ry to lhe helicopter occupants. The mai n factors in
determining the suitabiliry of suc b arcas will be lhe mo st
criticai he lieopter type for whieh the heliport is intended
and the ambient co nditions.
1.1.6 The presence of large structures close to thc
proposed site may be the c ause , in certain wind conottíoos,
of considerable edd.ies and turbulence that mi gb t adversely
affeet thc contrai ar performance of the bel ícop ters
operating a! the helíport. Eq ually, the heat gene rated by
Iarge chimneys under or dose to the flight paths may
adve rsely affec t helico pter pe rformance during approaches
to land or climbs after take-off. T herefore it may be
ne ce ss ary to eondu c t wind tunneI or flight tests to establish
if such adverse cooditions do exist ando if :>0, to determine
possi ble remedial actton .
1.1.7 O tber Iacto rs lo be consmered in lhe se tecuon of a
síre are:
a) high terraín or other cbstacles, especially power
unes. in the vicinity of the propo sed heliport; and
b) if instrument operations are planned, lhe avail ability
of suitable airspace for instrument approach and
departure proced ures.
1.1.8 The ess ential components of a heliport are are as
s uitabl e for lift off, for the take-off manoeuvre, for the
apprcac h manoe uvre and for touchdown and, if tncsc
components are not co-located at a particular sue, taxiways
to Iink the áreas.
1.1.9 Normally a síre will nave a simple layuut which
combines tbo se individual areas that bave common
2 Heliport Manual
characteristics. Such an arrangement will require the
smanesr area ovcr-ajl w here lhe helicopter wiIl be operanng
dose to lhe ground and from which it is esse ntial to remove
all pcrmancnt obstacle s and to exclude transíect and mobile
ob stacles when helicopters are operating. When lhe
cbaracteristics ar obstacle envíronrrenr or a part icular site
do no! allow such an arrangement. the component areas
may be separated pro vided they meet their respective
individual criteria. Thus a different dírectíon may be used
for take -off from that used in the approach and rnes e áreas
may be served by a separ are touchdown and Iift-oH area,
located ai lhe most convenient position 00 the site and
connected lo lhe o lher manoeuvring áreas by belicopter
ground taxtways ar air taxíw ays.
1.2 SURFACE·LEVEL HELIPORTS
1.2.1 Final approadt a nd
blke.oofT areas (FATOs)
1.2.1.1 A FATO is an area over which a helicoptee
comp letes the approach manoeuvre to a hover or landing or
commenc cs movcment into forward flight in the take-off
manoeuvre.
1.2.1.2 A touchdown may or may not be mad e on the
FATO. lt may b e preíerable to come to thc hover and then
air-taxi to a IIlOTe desirahle location for touchdown.
Similarly, a helicopter may Jíft off from its parked Iocaüon
and aír-texí to thc fATO whc rc it assumes the hover before
commencing the take-off manoe uvre.
1.2.1.3 Ali final approaehes shall terminate at the FATO
and alI take-offs to climb shall start there.
1.2.1.4 A FAW may be any sbape but it must be able to
accommodate a círcle whose dí errctcr ís ai lea st equal to
the dimension specified in Annex 14, Volume 11, plus aoy
rejccted take-off area required.
1.2.1.5 When heliports are p1anned at high elevatioDS or
in places of high tempeTatures, the effeets of the less dcnse
aiT andlor bigh temperature result in n:d uctions in both
belicopter eugino: performance aod rotor performance. In
somc helicopters this could mean that the power available
is reduced below that which ia requircd for the belicopter to
c1imb vertically ou! of the ground effect without
considerably reducing the gross take-off mass .
1.2.1.6 As a helicopter gains forward speed, the mass
airtlow tbrougb the rotor disc increases up to a certain
speed and. cnhances lift. In consequence, the power required
for horizontal tüght ís reduced, thus rel easing more of the
power availablc to bc uscd for the climb.
1.2.1.7 In lhe ffeld af commercíai beíícopter opera üons, ao
operation cann ot be considered economically viab le if the
gros s tak.e--off mass ís reduced to less than 85 per cent. In
arder to avoid this, a FATO of greater síze than lhe
statutory minimum dimensio ns should be pr ovided, over
whieh the he liccpter ean accelerate safely to its climbing
speed be for e le eving the ground effeet.
1.2.1.8 Table l-I gives guidance 00 the lengtb of the
FATO tbat should be provided for helicopters with lirnited
elimbing power, ror a selection of altitudes and temperature
conditions. In calculating the c1imbing speed, a maximum
rotation angle of 10° should be considered comme nsurate
with passeng er comron.
1.2.1.9 He l ícop rer flighr manuais cornain performanc e
graphs which indieatc eombinations of forward spccd and
height above ground in which fligh t should be avoidcd
since , in the event of engine failure, the probability of a
successtut forced landing ís rerrote (see Figure l- j ).
Thcrcforc, to provido thc he1icoptcr with ao arca over which
it can safe1y accelerare to avoid these unsafe comb inations,
it may be prudent to provide the sízes of FATO suggested
in Table l - I in all cases except where otherwise required by
Annex 14. Volume lI.
1.2.1.10 Although helicopters are nor intended to actually
touch down on certain FATOs, it is possíble that a
helicopt er may be forced ínto making an emergency landing
on lhe area. Also, when a fATO is designed to accept
performance class 1 helicopters, ít rnust be capable of
witbstandin g a rejec ted take-off whieh may well equate to
an emergency landing. Therefore the bearing strength of a
FATO should cover ao emergency landing with a rate of
descent of 3.6 m/s (12 f Ús). The design load in this case
should be taken as 1.66 times the maximum tekc -off mass
of the heaviest helicopter fOI" which lhe FATO is intended.
1.2,2 Water heliports
1.2.2.1 The physieal characteristics of a water heliport are,
in essence, the same as for a surface levei ground heliport
except that:
a) bccausc tbc surface 01' a safety area and a FATO are
lhe same at a water heliport, the safety area
requirement at a water heliport designed for the use
of performance ela s:> 2 and 3 belieo pters is
) ) )

TllIbJe 1· 1. Acceleratíon di_~1anct:'õ required du e to Chanl:lK in elttmde e nd temperaau ee

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TEMPf:RATVRt." /SA. IS· C ISA /SM 1S· C lM -IS· C ISA 1&\ + 1 5~ C /SA_15° C ISA IS.h/5° C ~
IlEUPORT
ELEVATlON
fU I
ACCEI..HRA l'lON !J1STANCE
(nlf'lrr.s iferl)) t
§
e,

!à.
Sca levei 118 IlA 131 184 194
(381) (408) (429) (604) (637) ''''
(670)
265
(870)
2>«>
(9 I N)
29-1
(965)

1 000 121 128 135 190 200 210 213 ] 03

-
28'
(398) (420) (442) (622) (65 6) (690) (895) (945) ( 1}f)5 ) li-
~.
2 000 125 Il2 139 195 206 217 281 297 3 12
(410) (4 33) (456) (640) (676) (7 12) (92 2) (973) (l 0 24)

3 000 129 136 143 20 1 212 223 290 306 322

(422) (44ti) (470) (6 59) (696) (733) (950) (I 00 3) (1 ( 56)

4 ooo 132 14() 14' 207 219 230 298 3 15 332

(434) (459) (484) (679) (117) (755) 1918) (I 033) (] 088)

5 000 137 144 152 213 22S 237 307 3lA 342
(448) (413) (m ) (6 99) (739) (719) (I (07) (I (64) (I 12 1)

fi (XlO 141 149 157 2'" 232 lA5 J l6 335 353

(46 2) (4 1\8) (5 14) (12 1) (76 2) (803) ( I (38) (I 0 98) (l 15N)

7 000 145 153 102 226 240 253 326 3 4_~ 364
(475) (503) (531) (743) (786) (829) (1 070) (1 132) (l 193)

8000 149 158 167 233 lA7 261 336 356 375
(490) (519) (548) (766) (811 ) (85 6) ( I 103) (I 167) ( I 231)

9000 154 163 172 24 1 ' -'5 269 346 366 387
(505) (-'1-') (565) (190) (836 ) (882) ( I 135) (I 202) ( I 2(1))

100nO 159 168 178 248 263 ' 7' l'i8 379 "00
(52 1) (552) (583) (8 15) (!l63) (9 11) ( I 174) ( I 243) ( l 31 2)
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4 He1iport Manual
120
Airslleed --....
Figure 1·1 Typical com bleatíons of heigbt and airspeed to be avoided
discardcd and, instcad , lhe sizc of lhe FATO is
correspondingly incre ased;
h) instead of 510pc limita rlon s ou lhe surfaccs of
FATO and any ussociated water taxiw ays ,
considcration should bc givcn to wave helghu:
c) surface bearlng strength is replaced by water depth:
ood
d) in addition to wind errecrs. the effect of currcnts,
wherc applicable. shou ld also be taken into accounr.
1.2.2.2 Final approach and take·{}fJarea
1.2.2.2.1 When deciding upou lhe location of the FATO,
ir must be ensured that conâ ícr with other water use rs is
rcduced to a minimum. This will apply equally wben
dcciding upou lhe approach and departure dírectíc ns.
1.2.2.2.2 lhe effect of rctor downwash and noi se on small
craft and sailing and fish ing ve ssels can be very senous and
should b e consid ered when loeatin g lhe FATO.
1.2 .2.2.3 AlI appro aches an d take-uff p ath s should be
rouec over IaM, wnen reasnne.
1.2.2.2.4 ConsideraJion of these points may a lso lead to
lhe decísíon whether 11 helicopter should approach to lhe
hover above lhe FATO and th cnc e eir tax i to a touehdown
AVOlD
and lift-off area on lhe 1and , or tou ch down on lhe FATO
followed by water taxiing to 11 mooríng arca.
1.2.2.2.5 Air traffie control will be nccessary and dose
liaison wilh the rclcvant w ater autho rities will be essenrial.
1.2.2.3 Wave height
1.2.2.3. 1 Altho ugh genereuy of little stgruücance o n
inland w ater areas, waves ean be a significant problem in
coastaí áreas. T he Iímí ts on lhe hei ght of wavc s th at ca n bc
acc <::ploo will dep end upon individual hclieopter typcs and
tne rypes of flotation gear with which they are flttcd.
1.2.2.3.2 De tails of the maximum ecc eprablc wave hci ghts
should De gtven in lh e helicopter flight manuais for each
helicop ter typt!.
1.2.2.4 Wuler depths
1.2.2.4.1 Ag ain, the weter dept h rcquircd for wat erborne
operations will dcpcnd upon lhe indi vidual he lieopter slze,
weigh t and irs type of âotaüon gear and it should be
remembered that rotor dcwnwash causes a eoncave
d epression in lhe w ater beneath the helicoptcr and thus
redu ccs w ater depth.
1.2.2.4.2 WaLerdepth should be sufficient to acconunodate
lhe hea viest ar largest helieopter that lhe FATO and
as socíated wa ter taxi ways are in tended to serve.
Chapter 1. SUe seleaion an âstructural desigtl
1.2.2.4.3 warer depth will thus dictatc how close a watcr
taxiway can safe ly cxtcnd to lhe shore to rcach the mooring
area.
1.2.2.5 Water currems
1.2.2.5.1 When the direction of lhe watcr current is
opposue to lhe wind dí rectíon, lhe current may be strongcr
than the wind and ceuse lhe landed hellcopter lo dri ft OUI or
lhe FATO. In such ínstarces, the pilol will necd to
progressí vety tilt the helicoprcr's roto r dísc reerwardrs in
order to maintai n lhe positíon 00 lhe FATO. This rearward
tilnng of lhe rotor dísc might thcn bc íncreased by the effecr
of rhe wind and thus produce a ris k of thc maio rotor bladcs
striking tbe tail assembly.
1.2.2 5.2 Altboug h this ís primarily an operatiooal
problem, a pilot must be informed if these warer current
condino ns existo and they should be considcred when siting
lhe FATO and when ootifying lhe pilot of landing and take-
off dirc ctio ns. Ou r-o j-wlnd or cross-corrent dire cnons may
be preferable.
1.3 ELEVATED HELIPORTS
1.3.1 Cceerel
1.3.1.1 Helic opter operations are located 00 elevated sítes
nurmally only w he n the re is no su itable space at ground
level, bowever. sec urity or convenience may also influence
lhe choic e of site.
1.3.1.2 Safe operations for helicopten; aI a ground levei
sile require lhe availability under appro ach and deparl ure
routes of opeu spaces sui lable Cor ao emergenc y landing or
a reJected takc-off. It is equally necessary to have cleared
spaces for the same purpo ses for those helicopten ope racing
aI aD clevated site, part ieula rly in the ~diale vic inity of
lhe site.
1.3.1.3 The dctennination of optinmm ope rating mas s for
multi---eogined helic opters using ao elevated heliport may
re'l uin: lhe availability of obstaeIe-free airspacc: lO well
below the e\evation of the FATO. An emian musl be given .
lherdore, to lhe relative height and proximity of olher
sttuc lures when planning approach and departure TOutes.
1.3.1.4 In the event of the failure of a power unil in a
performan ce ela..s 3 helicopler during lhe carly sla ges afier
lín -off or during lhe final stages of the approach to land,
Ule nellcopler \ViII all1lQ$t cenainly lJe in a conngura tion Or
5
height and forward speeo from whích a sare aurorotauvc
e= gency tandtng would be tmprobable. Such comamaücns
of hcigh t and alrspee d wo uíd come wíthln lhe area of
perfo rman ce to be avoíéeo. which is plotted 0 0 a graph for
lhe heliccpter type. Therefore performance elass 3
helicopters should not he permittcd to operare at ele vated
heliports.
1.3. 1.5 Irerra such as air venta or lift maehinery housings.
commonly located on the roo ts of large, tall bulldings, can
bc not only hazerdcus to tbe safety of lhe belicopter but
also lhe cause of considerahle turbulence. Therefore they
sho uld be below the lcvcl of lhe: FATO whenever possíblc
and, in any case, be snuated well clear of lhe FATO plus
safety area.
1.3.2 Structural desig,n
1.3.2.1 Elevated hcliport s may be desígned for a spec ífíc
helicopter type thou gh greater ope rational Ilcxlbíliry will be
obtained from a cla ssificancn system of desig noTbe FATO
sbo uld be designed for th e largest or heavíest type of
helicopler that it is anticipated wil1 use lhe helíport, and
account ta.ke n of otber types of loading such as personnel.
frelght, su ow, refue lling equíprrenr. ele. For lhe purpose of
desígu, it is to be assumed lhat lhe helícopter wiIJ land on
two main wbee ls, irrcspcctíve of lhe acruai number of
wheels in lhe undcrcarrtage, ar ou IwO skíds if they are
fitted . The loads impo sed 0 0 lhe suu cturc should he taken
as poin t loads ar the wheel centres, s hcwn in Table 1-2.
1.3.2.2 Th e FATO should be deslgncd Co r thc wcrse
condition derived from coosideration of lhe following IWO
cases .
1.3.2.3 Ca.~e A - Helu:opter on landing
When designing a FATO on an e1evated heliport. and in
order to cav er the bending and shear -stresscs tha! resul!
from a helicopter touchiog dow n, the following should be
taken mIo account:
a) Dynamic: load dll.e (o imp(U;( on toll.chdo....71.
This should cover lhe nonnal touchdown, with a
rate oCdescent of 1.8 mls (6 f tis), which equales to
lhe serviceabilily Iimit slate. The impac t load is then
eq ual lO 1..5 times lhe maximum lake-off mass of
lhe helicopler.
The emergeocy louehdowo sbou ld al.so be covcred
ai a rale of desceut of 3.6 mls 0 2 Ctls), which
equale s 10 lhe ultima te liuút state . Tbe pilItial safety
factor in this ca...e should be lakeo as 1.66 . Hencc :
6 Heliport Manua l

the ulti IIliilc dcsign Ioad '" 1.66 servlce Icad
;;;: (1. 66 x 1.5) maxtmum take-orr mass
= 2.5 maximum tekc-off mass
To this should be app lied the symparhctic response
factor discussed ai b) helow.
b) Sympathetic response on lhe FATO.
The d ynami c load should be incr eased by a
struc tural response factor dependeot upon lhe
natural frequency of lhe platfonn slab when
considering lhe design of supporting beams and
columns. This íncreese in lo adi ng will usually apply
only to slabs wit h one or more freely supp or tcd
edges. It is recomme ndcd tha t the average struc rural
re sp onse factor (R) of 1.3 should he used in
dctcrmining the ultimate design load.
c) Over-all superimposed load on lhe FAlO (SHi
To allo w for snow load, personnel, freigh t and
equipme nt loads , e tc., in addition to wheelloads, ao
a1Jowancc of 0 .5 kiloncwtons per square metre
(kN/ni) should be inc1uded in lhe designo
d) Lateral íoad on the puuform supports.
e) Dead 1004 of structural members.
The partial safery factor to be used for lhe dead
lo ad shoutd he ta ke n as 1-4_
f) Wind lood íng.
In making lhe assessment of wind Ioad, lhe bas te
wind speed (V), appropriate to the location of lhe
structure, ís lhe three second gust speed es timated
10 be exceeded, 0 0 lhe average, once in 50 years.
The basie wind speed ís then mu ltip lied hy three
tactors - lhe lopography faetor (grou nd roughness),
lhe factor of building síze and height above gro und.
and a statistieal factor wbieh takes into accoun t the
period of time in years ôuríng wbieh there wíll be
exposure to wind. This wi II give lhe design wind.
speed 0/,) which ís then conver ted to dy na míc
prcssure (q) usíng the relationship q=kV,2 whcrc k
is a const em. The dyn erníc press ure ís then
multiplíed by an appropriate pressure coefficient Cp
to give lhe pressure (p) exerted at any poínt 00 lhe
surface of the strucnrre.
g) Punching shear.

l he supports of lhe pl atfonn should be designed to
re síst a horizontal po in t load equivalem to 0.5
maximum take-off mass of lhe helícopter, together
with lhe wind loadin g (see f) below), applied in me
dircction which will prcvidc thc grc arcr bcndíng
moments.
Check for the pune hing shear or an undercarriag e
wheel or skid using the ultirnute de sígn luud with a
contac t area of 64.5 x 1()l mm"
Note.:-: The above design loads fo r helicopters
on landing are summa ríred in Table 1-3.

Tablc 1-2. Details of point loads and over-all

superimposed load:s

Point load Under· supe r- Supe r-

for each ca rriage imposeâ irnposed
Maximum roke-off mass whe el wheel centres 1=1 1=1

Helicopter (S,,) (SH)

category (kg) (kN) (kN) (m) (kNlni) (kNM )

1 up to 2 300 up to 22.6 12.0 1.75 0.5 1.5

2 2301 - 5 ()()() 22.6- 49 .2 25.0 2.0 0.5 2.0

3 5001 - 9 ()()() 49 .2 - 88.5 45 .0 2.5 0.5 2.5

4 9001 - 13 500 885 - 133.0 67 .0 3.0 0.5 3.0

5 13 50 1 - 19 500 133.0 - 192.0 96.0 3.5 0.5 3.0

6 19 501 - 27 000 192.0 - 266.0 133.0 4.5 0.5 3.0

Chapter 1. Site se íeaio« and structural design 7

Table 1·3. Sununary oCdesign loods - Ca.K$ A and B

Design load for belicopter 0 11 íanding - Cas e A

Superírrposed loads

Helicoptcr 2.5 LpR dístnbuted as two poinl loeds ai the wbee t cen tres for lhe belicopter
category give u in Table 1-2.

Average value for R '= 1.3.

Lateral load 1.6 ~ applied borizontally in any direction.

2

Ovcr-all superimposed load Lo ad at platfonn levei together wíth the muimum wind loading.
1.4 Su. over lhe wbolc: arca of lhe platform. (SIf& given in Table 1-2).

Deed load 1.4G

Wmd loading 1.4W

Punchíng shear check 2.5 LuR load cver ryre OI skid contect area of 64.5 x l()l rnnr.

Desigrf load f or helicapter at rest - Cose B

Superimposed loads

Helícopter Ui 4J distributed as two poln t íoads at lhe wheel centres ror lhe belicopter
category givcn in Tablc 1-2 .

Over -eu superimposed load 1.6 SH~ over the whole area of lhe platform . S Hb given in Table 1-2.
(personnel, freight, ctc.)

Shear check Check as appropriate.

S)'mbol Meaning Paníai load [ac tors

L, Meximum uxe-orr mass of nencoptcr Dynamíc load (utnmate dcsign load) 2.5

G Dead lc ed of structere Live load 1.6

W Wind loading Dead load 1.4

R Structural respollse Iacrcr WmJ loillling 1.4

S'" Supertmposed load - Case A

S~ SupaimpoSCl(] load - Case B


1.3.2.4 Case B - Heíicopter aI rest
When designing a FATO on an ejevared helíport. ano in
order to covcr the bc ndin g and sbcar srrcsscs fro m a
hencopter ar resr, the followiog shou1d te taken ínro
acco unt:
a) Dead load of the heí ícopter
Eaeh structural element must be dcsigned to earry
lhe point load, in aeeordanee with Table 1-2, from
lhe tw o main wheels or skids applied
simult aneousl y in any position 00 lhe FAT O so as
lo produce the worst effect from both bending and
s hear.
h) Over-al/ s uperímposed load (SUb).
In addition to wheel loed s, an allo wance for ovcr-ali
superimpos ed loa d given in Table 1-2, over the area
of the FATO, sho uld be included in lhe design.
c) Dead load on nruaural members and wind loading.
T he samc factors should be ind uded in lhe design
for the se items as given for Case A_
Not e.- The above design toads for helícopters
ar res t are sllm marized in Tab le 1-3_
1.3. 2.5 Normally, lhe upper lo ad limit o f lhe helicopter
category selected should be used for des ign purposes except
a s follows:
In on ler to avoid o ver-design in lhe platfonn the upper
limit in any hand m ay be exceeded by 10 per cc nr
should lhe max ímum take-off mass or a helicopter fali
just into the nex t highest category . In such cases, lhe
upper limit of lhe lower he licopter ca leg ory should be
used in lhe designo
1.3.3 Per sonnel safety
1.3 .3.1 Where there is a sheer drop from lhe edges of lhe
heliport and lhe free m ovemenl of p assengers and heliport
personnel cannot be made witho ut some risk, a safcty net
shoutd be insta lled.
1.3.3 .2 lhc net sho uld extend outwards to at least 1.5 f i
fro m the cdges of the safety area and be capablc of
withs tand ing . witnollt damag", a 75 kg ma"" he;n g dropped
fro m a heighl of 1.0 m . It shou ld be so manufaclured lhat
Heliport Manual
it prov í ões a hammock e ffect for a person falling in to it
rather than thc tra mpolinc cffcc t produce d by some ri gid
matertars.
IA HELIDECKS DN DFFSHDRE
INSTALLATIONS
104.1 General
104.1.1 The location of a helideck 00 a fixed or mobile
installation ís often a compromise between the confl.i cting
demanda of basic design requirernerns , space limitations and
lhe need for the installation to provide for a variety o f
functions. where lhe sratutory helideck desígn parameters
cannc r bc ruuy rret, it may be necessary for res trictions to
he imp osed upon hclicoptcr opcrations. based upo n tests, for
example in relation lo wind velocity.
1.4.1.2 Where it is Iikely th at the availability o f a single
hel ideck 00 an installati on would impose severe resrraínt s
up on the regularity o f a helico pter opcra tion, it may be
advisahle lo provide two separare helidccks, prob ably
diame trically oppo scd. caeh sa tisfying, as far as possible ,
lhe specifíed cri teria.
1.4 .1.3 The helideck should be se loc ated thal lhe required
cl ear approach and take-off sector is av ail able, making bc st
use of lh e prevai ling winds, and the FATO ís lcas t affected
h y structure-m du ced turbu lence ar by high temperatures and
turb ule nc e f TOm the exhausts of gas Inrb ine s. Helidecks
which are Icceted direc t1y upon dee p, slab- sided structures,
suc h as acc ommodation are as , are Iiable to suffer fro m
excesstve vertical aír flow componern s unle ss there ís
sufficient separation lo allow airflow beneath lhe he lídeck.
The combined effecrs of airflow direction and turb ulence ,
prevailing wind and cxhaust stack emissio ns shou ld be
determi ned for each installation and lhis informaticn should
bc IDade available to lh e he licop ter ope rator. As a general
role, lhe verti cal airflows resu1ting from winds of up lo
25 mls shou ld not exceed ~. 9 mls over lhe FATO at lhe
main rotor hci gh t.
1.4.104 Wbere gas turb ines are instaUed whose exhaust
gases may affect hclicopter operalion", some for m of
ex haust plume indicatioll, for example by the pr oduction o f
coloured smoke, sho u1d ideally be provided for use during
belicopter operations. A survey of ambi en t temper atures
sho uld bc conducted w hen the wind is flow ing direc tiy from
the rnrbin e exhaust d ucts tow ards the helideck. W h"n th"
õ
ambient ternpera ture in increased by more Iban 2 to 3"C lhe
Chapter 1. Site selection and structural desixn
neücop rer ope rato r must be ad vised, lc may bc ncecssary. in
diffi cull cases. for some form of permanenr heat sensor
ínstrume ntation to be insla lled to give g uídance to lhe
helicopter pilot on lhe tcmpe rature profile wbilst operetíons
aI the ínstellatíon are in progre ss o
1.4. 1.5 It shou ld be noted that turbulence Irem turbinc
exbausts may be as great a hazard lo uie srnaner he licopters
as is lhe assoctated trcrease in e ropeauire .
1.4. 1.6 It is desirable , particular ly o n fixed installauons,
Ihat 10 rneer lhe required sere ry cntcn a, thc hclid ecl:: shoul d
be Iocated ar or above the height of lhe highes t point of the
main structure. Ilowever, in so doing, it should be
rcc cgmzed tha r if this enraíls a helideck much in excess of
60 m above sea level. lhe reg ularity of heíico ptcr opeeauo ns
in some sea areas may be adversely affecte d by low clo ud
base co ndíu on s. Ccnversety, tow elcva tio n heli decks may
also adverse ly affeet helicoprer operatíons due to the one-
engine-inopcrativc performance sa fety req uir ernents.
1.4.2 EfT~t.. or Ilirflows over
ofTsho", instaJlalions
1.4.2.1 The detailed pattem of aírttows o ver offsbore
instlll111lions IlO a complcx matler. being de-pendenl upoe the
prec ise configuration of lhe mst ene ucos, lhe state of lhe sea
and lhc ~cnc ra.l l1unosphcric environment. Nevertheles...,
tbC:lC ll.irllows fali 1010 a general elass. particularly in
conditio ns of stron g winds and ncutrally stable alrnDsphere
and ean bc dcscribed in terms of Ihei! over-all structure.
1.4.2.2 Esse ntially, lhe wind must pu s ovc r and around a
thrce- dimc nllional ilW"Jlaled hluff hloek elevated on legs
ahove lhe t;Ca. surfacc. As fu as lhe gross effects are
coneemed. il is lhe over-all bulk of lhe installation Ihat
disturbs thc oncoming flow and oin general, lhe ro le of the
numerous prolrus ions is ..econdary. confu><ing lhe situlllio n
ralher lhan drastically alte ring lhe gene ral paue m.
1.4.2.3 Ma ny of these inftucnccs eao be viewed simply in
terms of the ph ysiettl sedes of lhe tlow-disturbing obs tacles.
since it is alwa ys n~cs sary lo relate sizes aod dist ances to
lhe ove rriding gcomctric parameters of platfonn lhickness,
leng th and breadt h.
1.4.2.4 Arar! fro m such over- a11 considerations, module
sllape: Cil.llool be ignoretl co mpletely whcn assclOsing the
potential effec t of a configuration. Howc vcr. a limi ted
nurnbcr of gencr&1 principies can bc offcred to explain rnnst
nbserved phe nomena. ahhoug h acc urale prediction of lhese
llow lO is a difficult lW.ller.
9
2.4. 2.5 Wintl «mcet e xpertne urs have beea carrted out to
investigare salient flow fcstures arouud simp le platfor m
modds, with speci al reg ard to lhe suna bte loceuon of
helnjecks, and neve resulted in some general crit eria for
helidec.t. posuíoníng .
1.4.2.6 Fustly, it is apparee r that variation... in platform
geomeuy do not critic ally affect lhe âow of air, but thc
aerodynamic characteris tics of a specific platfonndesign are
very differcnt where solid (nc n-porous) stru ctures are
eonc emed from tnose associ ated wilh opcn Iattíce-type
structures. Therefore, in decidíng tbe hes t loc auon for rhe
helideck lhe dcsigner should adopr the follo wing simplistic
approach to this difficult design pr oblem:
a) simplify tbe platform des ígn imo solid bloc ks anti
lattice stru ctures:
b) recognize that helidecks leve! with or below a block
will alw ays be subjl'<.;t to a lurbul ent scparated fiow
frorn some wind directi ona;
e) consíder whether a system of cdgc slats or tuming
vanes can be usc:d to reduce lhe turb ulent effec rs
over lhe helideck or if lhe only alterna tive solunon
is to raise lhe helideck;
d) accep tíng lhat wi!1<h normal to thc: llalienl edges are
lhe rrosr demanding in rerms of depth of innuençe,
examine poteotial belidec k positions for height and
distanee from uplO trea m edges. Pro vide I n devalion
of 0 .21 ar a leading c:dge, inc rea~ing to 05t aI a
distancc l erom the edge and ma intain ing lhis heighl
for distances up to 31, whcre t is lhe rde vam local
obstruetion bcighl; and
e) such elev ations will , in general , produce a
reason able tlow environment. Any less elevation
ma y prove to bc more criticai to olhcr wind angles
for, although lhe »cparllled tlow behi nd an incline<:!
block may be less deep. sleadier downl1ows can
exist in lhe regíon of the heliJ eck.
1.4.2.7 The sc considcrations are given to enable the
generation of a broa dly satisfactory fiow envi ronrm:nl for
hcli cop ter oper alions. In addition. lhe platform's pri mary
fun etioll dietates highIy rcstrictive constrainls 00 het ideck
plllccment. The reconciliation of lhe: vario us con ftic ring
demands is necessarily the province of lhe desig ner who
musl aIso cons ider the erfeel s of exhausI plume dlsprnlal
and cooling and othc:r rc1atcd c nvironmenlal faeets. Jf more
qmmlil4tive informa tio n 15 leqUirc:d. the <lcsigllcc mu~t
reson to ....'ind IUnnel tests for a panicular inslallalton
configur ation.
10
1.4.3 EffeClli (Ir temperamre lncr eases
a t ofld1ore iru.1a.Ua tio ns
1.4.3_ 1 As ofNlOre suucru res have become targer and
more complex, larger power generation plams have been
necessary which, in rum. nave produced acverse errects on
lhe general platform environment through emíssion of ho t
exhaust plumes. Furlhermore . it is me vitabíe 00 an offshore
installa tion rhat lhe many sensntve systems are in much
eloser proximity than they would be 00 an on-sbore ground
levei site and some ínrcrectíon is bound to take place.
1.4.3.2 Amongst lhe many effects of bor exhaust gases,
one of lhe major aspects to bc consídcred ís lhe resulting
modification of helicopter performance. Suddcn incrcascs in
the envir onmcntal tcmper ature over ambient can cause an
abrupt Ioss or engine and roror performance ai a mos!
criticai stage of the helícopter operation.
1.4.3.3 Thc emísstcn cr lhe exh aust gas is usually in lhe
fonn of a number of turbulent jets, which are injected intc
lhe comp lcx turbulcnr üo w utat exísts round lhe installation.
The resutr ís an tnreraction process whích produces great
varíanon in the rates of sprcadíng end cootíng individual
p1umes. The prcpe rtíes of lhe temperatu re field can be
measured by wind tunnel model testing. Howe ver, because
of lhe lirnlted scope from a Cew scales of tength. velocity
and temperature. the resuns achtever can be used only as a
gu ide to lhe type of phenomena that can exisl in general,
and lo lhe rclative leveis of temperat ure Ihat Clln be
expel;led.
1.4.3.4 As a plume develops, with an origin relativc1y
clear of the helideck. lhe individual idcntity of lhe separate
j et.~ is sradually lost as the hot cloud mergcs into one
plume. Accordingly, lhe tcmperature is redu ced and is more
evenly distrib uted . By elevating the outlcls sufticiently. lhe
belideck can ~ kept clear or hot sas. but lhe resul ting
conc entrated plume consti tutcs a considerable helicopter
hazard. By lowering the outlet positions into the separated
fiow around the platform an increase in lhe dispersion of
the plumc can be obtained and the eentreline temperature
ean be marked1y reduced. However. the sprcad of lhe
exha usl may become so great that almast all parts of lhe
structure are contatlÚnated under some wind conditio ns.
Quaotitative tests thus hecome necessary to assess lhe
acceptability of such a design o
1.4.3.5 Long, down ward-direcled oullets will remove mos!
of lhe prob1ems of plume interfererx:e wilh belicoptef
oper atioos and shou ld be satisfactory for lhe inslallation
over-all if suitahle gas lurbine and heating and ventilation
intake posit ioll5can be madc: available. Even so, it is always
adviJianle to tesl a specific configuration aud associated gas
Helipon M anual
lurbine system with reference to particular sensítíve
Iocations. It is stressed Ihal, when doing so, consideration
musr be gívec to lhe dynamíc nature of ee sensmve
SYSIern, gas rum ine mtake s or lhe general envíronmem, so
that due regare may be taken of lhe strong ãucnnuons in
temperature lha t may existo
1.4.3.6 Helícopter perfo rmance may also be seriously
impaired as a re so ít of lhe combined radre red and co nvected
beat effects from fiare plumes unde r certaín wind
ccnditions. In moderare OI" stron ger winds. lhe radiated hear
is rapid.ly dissípated and presents Iittle problem for the
belicopter pilot provided flight through lhe üare plurre is
avcided. However, in calm or light wind condítíons the
changes in temperature around lhe helldeck can be very
marked and localízed and the heJicopter may undergo a.
sudden unexpected 1055 of performance just as it is about to
cross lhe edge or lhe belídeck .
1.4.3.7 Desígners should, therefore, exe rcísc greal care in
the location and elevation of fiare towers in relatíon to
helicopter operatíons.
1.4.4 Pcrsounel safdy
1.4.4.1 Safcly nets for lhe prc tectíou of pcrsonncl should
bc inslallc:d around lhe helideck except wbC'te structural
protection exists . The netting used should be of a tlcxible
nature and be rrtanufactured from non-l1ammable material..
The inboard edge shollld be fastened levei wilh, or jU1>1
below, lhe edge of lhe helideek. including drain agc,
gunering. etc. The Del ilself should eXlend at leasl 1.5 10 in
lhe horizontal plane and be 50 arrangcd that the oUlooard
ed.ge is slightly above the levei of the helidcck cdgc, bUI by
not more tban 0.25 In, having an upward and outward slope
of at 1cast 10°. Tbe net should b~ strong enough to
wilh stand, without damag e. a 75 kg mass being dtopped
from a height of 1.0 In.
1.4.4.2 A safety nel designed lO mcel thcse cr ileria may
nevertheless be too rigid and ael as a trampoline giving a
"bollnce" effec t. Furthe r. if lateral or lon gitudinal centre
bars are provided to slrengthe n lhe net struclu re. there is a
risk of serious injury lo persons falhn g across them The
ideal de sign should prod uce a "hamrnx:k" effect whic h
should sccllre1y co nlain a body falh ng or jumping iuto the
net, withOllt inj ury.
1.4.4.3 Mao y helicopten have passenger access ou one
side on1y. therefore helic op ter landing orientation in relation
to he1ided: aecess points is import aot to ensure Ihat
embarking and disembarking paSl(engersare nol requ ired lO
Chapter 1, Síte se íeaion und slructural design
pass around a nencoprer with li. Iow profilc rotor wheo a
rctors-running turn-round ís coedactec.
1.4.4.4 ldeally there sbould be a minimum or three access
points til lhe hclideck. tocared equtcísrant around me
pcrírneter . Hnwever, If the hehdeck exrends beyond lhe
main struc ture helow by more than 50 per cent, theo two of
lhe access poínts l'hu uld be tocarcd in nus overbang área.
Such an arranse ~ nl will ensure mal, in lhe evenr of an
accide nt or incidem on the helideck trom whieh fire migbt
ensue, personnel will be sure of at jea st onc escape roure
upwind M lhe helídeck.
1.4.4.5 Where haod reüs associared w íth access poínts
exceer the ctevauon of the fATO by more than 25 em
(la in), they shall be made eollapsible or removable. They
shall he coua psed cr removed whilst helícoptcr manoeuvres
are in progresso
1.4.5 C(lntrtll (Ir craee mesemeat
1.4.5. 1 It is particularl y important that ali crane
movemenrs on the installatlon and in lhe irnmediale
envíronmenr are comro lled efflcie ntly. The 210" obstacle-
tree scctor of lhe belideck musl not be infringcd upon by
any cranes or parts Ihereof during helicopter movemen ts.
Ali cranes in the vicinity of me fATO which may, during
their operation, encreach into lhe 2100 sector or the 15t)<'
limited obstaele sf;Ç ler must cease rnovement during
helicopler operations. Not only ean the physieal preseuce of
cranes in lhe scnSlllve areas conl:!ilute decided hazards lo
operating helicoplerl>. but l,."Tan~ mo"~mcnt, even in a safe
location. em distucl " pilol' s attention aI a criticai stage of
ao operalion. It is desirab1e. therefere , lha! ali LTanes, both
ou lhe inslaUation and on any attcndanl inslallalions or
vessels be slalionary ando if praeúeable. be lowercd and
~t()wed clear cf the obslade-fr""*' amJ IinúlI:u obslacle
secton during ali helieopter movements at the installation.
1.4.5.2 It is desired, and indeed, rcquir ed by some
regulating authorilies that lhlõ: p:rson in charge of the
installali on or vessel sha.ll issue wrillen instruclions to lhe
above effecl.
1.4.6 Struclural d.,qgn ,r;t.rength
Wllen considering lhe sU' uctura l design sU'ength of any
hclidcck., lhe guidance given for an on-shore elev ated
helipon shaU apply (see 1.3.2 to 1.3.2.5 inclusive and
Tablcs 1-2 and 1-3).
11
1.4.7 Types otofl'sbon: ln...bllilldn n and
su pport \'~
1.4.7.1 Offshore mstallatíons can be classified generally as
nxec ar mobile.
1.4.7.2 Each operatíng offsbar e oi! or gas tleld will
nonnally ccntaín ai leasl one nxed installaticn II would he
designated lhe key platform in lhe ficld ar in iI secuon of a
large field where exploration has rcvcaled that lhe mineral
source extends c ver a large arca bcoeath the sea and
warranu more than one opera nng arca to cxtract lhe
mineral .
1.4.7.3 Each fixed mstallation usuall y will be supportcd by
one or more mobile mstallaüuns, cíther on a temp crery
basís or in the longer tenn of the useful lífe of lhe oü/gas
field, depe ndent upon the functional capabilities of the key
platform. In some flelds it has bccn found to be more
economically viable, at lcast in the short renn. to adapr a
mobil e installation and use it as li. Ilxed platform.
1.4.7.4 Mobile installations are also uscd independendy in
lhe exploration of new ficlds wnere meír manoe uvring
abiliry renders lhem of major econo mic use.
1.4.7.5 v artoes support vessets, such as crane or dcrrick
barges, pipe-Iaying vesse ls, mainten ance vessets and floating
storage units (FSUs) are atso employed extens ively in lhe
oil/gas fields. They are usually specifically designed or
modificd for a partic ular function which makes their use
especi al1y valuable.
1.4.7.6 Fixed installations
1.4.7.6.1 Thc!\C installations are fixed to lhe sea hed anti
lhus previde lhe most slahlc platfonnll for offshore
belicoptcr operatio ns. These are also usually largc
struclures, which should nonnally be capa ble of pre vimng
adequate space for lhe accoIllIOOdation of helicopter
requirements. However, because an installation is fixed and
constitutes lhe key platform in the field, il necessarily
carries quantities of large equipment . pipework and
func tionally essentia l structures which Iimit lhe spllce
ava.ilable for helicopter operat ions unless they have been
specitlcall y catered for in lhe design of lt!1õ: ínslallalion.
1.4.7.6.2 AlI modem offshore installations are designed
with helicopler operatioll~ iu mind. However, there are
many older instaUations in use which were designed bcfore
helicopler s werc generally used in suppon. The
subsequently added helidecks are consequenUy orlcn smaU
and able to accept on1y lhe smaller Iypes of helicop ler.
12
1.4.7.6.3 Atrernattvety, new heü r íecks can he provided by
emplo ying a canrilcvcr typc of construcü on IUxI placing
most of tbe belideck cu tslde rhe maio srructure . T his should
provim: Ih IV grea rer an gle requlred for the ohstacle-free
scctor and approach erea. Great attention must be given,
nowcvcr, to cnsure that such structures do nct exceed lhe
centre ot gravity limits of the mstallation, particularly ir the
helideck ís loc atcd high upon lhe insta11ation.
1.4.7.6.4 Some satellite platforms may be fixcd by a
single-point mooring. They usually provide only lhe smaller
helidecks altho ugh, in rnost cases, they are able 10 provide
obsladc-free approach and take-off arcas well in excess of
lhe minimum 210° rcquircd. Such platforms are very prone
to sea movements, however, and may very well mil from
side to side and heave up and down, while at the same time
swinging laterally ahout the mooring. Therefore restrlctíons
may be ímposed on helicoplCr opcraüons hy lhe appropriate
aviation authority.
1.4.7.7 Semí-submers íb!e ínstallauans
1.4.7.7.1 These arc mobile inslal1ations that can move
under their own power or he towed. They üoar by means of
ai least two large pontoons. When in position in an oíVgas
field they are secured to the sea bed by severa! chains and
anchors. Since part of lhe structure ís under water, tbey are
able, normally, to provide stable, suitahly dimensional
hcl idccks wilh clear approaches. It must be ensured,
however, that the anchor attachmcnt points do not constitute
obstacles in the criticai arcas adjacent to the helideck.
Cranes mus t cease operations and be stowed during
helicopter operations and , when in nse, they must nor
interfere with operations to helidecks 00 other installations
ar vessels.
1.4.7.7.2 When a scrni-submersib1e is moored aíongsíde
anotbcr installation, it must be ensured that ali approacbes
tO its helideck remmo available and clear or lhe hclidcck
should be closed for operatíons . Helicoplers musl Ihen use
lhe bclidcck on the parent installation. Similarly, lhe
position of the semi -submersible must not infringe upon lhe
approaches 10 lhe helideek on the pareot installation.
1.4.7.8 Jack-up installations
1.4 .7.8.1 Jack-up rigs are al50 moh ile installations, but
almast always need to be towed betweeu loeations. They
c UII~i~l uf lall, latticed legs, usually lbree in number,
between which lbe main structure ean be raised or lowered
to a suüahle height above water leveI. The legs sit o n tlIe
b ed of the wafer area and are suitably anchored to give a
stable platform.
Heliport Manual
1.4.7Jt2 These ínstaüaü cns are suuable for use in more
shallow waters only and thus are 1e.'IS adaptahle than the
semi -submersihles . AdditionaJ!y, with the legs set in a
triangular conflguraríon in mos t cases, il is hnpossihlc to
locatc a hclidcck on thc main atructurc and provide the
required 210° obstaclc-frcc scctor. Thcrcforc, lhe helideck
rnust be provided outside the main structure, whicb
probably means being supported by a cantilevcr typc of
coustruction.
1.4.7 .8.3 With this type of construction, lhe centre of
gravity problem menüoned in 1.4.7.6.3 applies, par ücularty
when lhe ng ís being rnoved. For this reason, lhe main
structure ís usually lowered to lhe min imum practícable
pos ítion on the jack-up legs prior to beíng 10wOO. Howc vcr,
such a position 50 dose to lhe water leveI renders the
helideek liable to be swamped b y heavy seas with
consequent deterioration of thc malerials used in tbe
helideek construetion. Therefore, lhe helideck must be
swabbed clean of ali salt water deposits as soou aftcr the
movemenl is completed as is possible.
1.4.7.9 Support vessels
Ali vesseís used in suppcn o f oiVgas expíoratíon and
e xplcítatíon operarions will, almost invariably, be prnvided
with purpose-built belídecks. Probable exceptíons will bc
lhe smal l sarety vessels which attend eaeh insta llation.
Tneretcre lhe requíremcnts sball be the same as for lhe
offshore installation or, in lhe case of the excepuons. for
helíports on ships gíven in 1.5.2.
1.4.7.10 Obstacle-free surfaces
It ís mosl important for lhe safe and expediticus fiow of
belico p ter traffic that mobile installations and support
vessels observe lhe 180° obstacte-rrcc surfaces, n01 only as
applied to Iheir own helidecks but also of the helidecks on
ali olher insta1lations and/or support vessels in the oiVgas
field in whích they are operating.
1.5 HELIDECKS ON SHIPS
1.5.1 Helidecks ou ships
1.5.1.1 When helicoptcr platforms are providcd in lhe bow
or stem of a vessel or are purpose-built in some other
loeation abo ve the vessel's structure, they are to be regarded
as helidecks and the criteria applied to he lide cks on offshore
installations shall appl y equally 10 lhese platfonns.
ctamer 1. .\"i1p setecuo« and stru ctu ral design
15.1.2 when. howc ver, such hclidecks cannot he provided
wllh me full 210-> obstac le-frcc area or the full rcqu ired
FATO síze ts nct possíble, lhe benccck may be acccp table
10 hcllcopters of smauer c ver.aít dimensions or after the
imposition of certain limitati ons Oll helicopter opcrations.
Sue h acceptancc should be lhe re~ponsihili l Y of the
appropnate avíation eutooríry 10 wnom applicat io n should
be mede.
1.5. 1.3 Because lhe abiliry of a ves set te man oeuvre may
be helpful in provídm g an acce ptable wind direc tion in
relation lo the FATO Iocauon, lhe a u th ori ties should be
notilied whclher the vessel is normalty fíxed at anebor
dur ing helicopter operatíons. single point moorod a r semi or
fully manoeuvrahle. The authont íes may then speciry the
effcct ive uúnimum wiod spced and crosswind co mpo reuts
acccptable when giving clearancc for the belideck.
1.5.1.4 All hou gh heltdecks loc eted amid ships are less
Iiable lo the e xtreme ve ss e l mo veme m c xperíenc ed at bow
or stem loc ations, detai ls of morion s of me vessel in pitch,
roll, yaw or hea...-e are te be noti fied lO the pilot prior to and
during a11 heli co ptcr mov ements. The limitations on these
m ovements should he recordcd in the belicopler ope r atorts
cperauons man ual.
U.I .5 A poop deck location, mar is, lhe raised deck in
lhe s tcrn Df lhe vessel, is oneo used because of the shortagc
of :>uilable spacc on the maio dec k. Howeve r, such a
incalio n e an ha ve: lhe fo llo wing di sad van tage s:
a) air turhu1cnce eau sed by wind effed s on lhe
superstruc ture may producc haodling prob leIT\.'! when
manoeu vring the hclicoptcr:
b) fiue gases may adver sel y affocl heliÇ{lptcr
performance or eve n atIcet the pilot; and
c) cxeessi ve pitc h, roIl and heav c may be e xpcricnccd
ai this ex treme end of thc ship and 1l1llY prec:ludc
helicopter operations.
1.5. 1.6 Th ese problem.~ may be ov aco me by pro viding a
suitably des igned. p urpose-huilt he1icopler platform an d b y
ma noe uvrin g lhe ship so that lhe difeetion of the wind is
within 35<> of the beam, prefer ably on the port side , prior to
lhe helic opt er approaching or taking off.
1.5,2 Hclipom o n shi ps
1.5,2.1 FATO in amitü hips wcalion
1-5.21. 1 On somo: vessc1s supportiog offshore mineral
"''''pk'n''on and "''''p loita lio n., p ar u cularl y crilne b<l.rg"',s, pipe
JJ
Jaying barges . etc.. the onry location availllhle fol' a FATO
and whicb will pro v íde two approacb paths, is usually
ami ds hips and rhe n only in a highly o bstructcd envíronmcn t.
This ís due to the vcry natu re of lhe role or lhe vessel anti
Its cons eq uent struc ture and cquiprneut. Thi s Iccatíon,
however, minimizes lhe effccts of the vertic al mo vereems
of lhe vesscl.
1.5.2.2 FATO a i ship s side lacation
1.5,2.2. 1 On some shi ps, nolably tankers, e ven the sp ace
amídshíps ís precluded rrorn accommodati ng a PATO by
pípelines and dc rric k booms. Therefore provislon tias to be
made for the FATO at the ship's side.
1.5.3 Spedal types of sbips
1.5.3.1 Oil tankers
In spite of the hazardous nature of rhetr car go, tank ers are
prõhably rhe most suitable ships on whích to operare
helicopters. Correct gas con trol procedure, backed up hy
o ther safety proccdurcs, vír tuall y removes any hazards
whic h may result fro m gases ftom lhe cargo. On ali ships
wuh accommodation areas afi. lhe largc area of deck spac c,
comparative1y free from o bslTllctions, provides a suitablc
hclicopter operating are a. Smallcr tank ers may bc able to
provide a winching are a o nly whereas lhe larger tank ers
ma y providc a FATO on one side of the ship and II
winching area 00 lhe opposite side. The de ck spaa: 00
smaller tank ers is usu ally more c luttcred anU manoc uvring
area s tend to he restrieted by d...-rrick posts, cranes, mast s,
811" risers. etc .
1.5.3,2 Ch~micallpa rce1 1ank f!'Ts
In general, bccause of theu spc cial co nstnlction, these ships
are oot suitable for routine hdicoptcr operations. The
multitude of buriwntal and verti c al pipes, venti lalOr pipes
an d dec k tank s usual1y mea ns that no spac e is availablc to
establish a landing or winch ing are a. He licoptet op er ation s
to these ships should, ther efore. be carried out in an
emc:rgeneyonly.
1,5.3.3 Gas tankers
H elicop ter opaations are earried o ut. b y prefer cnce, o n or
above lhe maio decks a f lhese tank ers , wherever there is
~nough space.
1.53.4 Bulk carriers
Generally thc bulk c arr it:l"S ar e dcs igned 50 Ihat much uf lhe
llIilin dc:ck arl::a is laken u p with large hateh covers, leaving
14
rel ative ly little cle ar dec k llpace un either slde o f lhe
ha tche s. This usually means that heli cop ter ope rati ng áreas
musl be sited on the hatch covers. II ls essen tiaJ that such
hatch covers be appruved by lhe appropriate authori ty as
having suffic ient beering strcngth to accommodate the mos!
criticai helicoptcr for which lhe operations are intended. It
is emphasized that lhe whole or lhe FATO would need to
bc located 00 lhe hatch covera and shall nct overlap on to
lhe side deck areas. Thus mos! bulk carríers will be able to
mcet the rcquíremenrs for a winching area onIy.
1.5.3.5 Geared bulk carriers
1.5.3.5.1 T hís type of ship general1y falls firo lhe smaller
size ran ge and is norrnally capable of prov iding a winching
area. lhe design of these ships varies considerabl y but mos!
have a significant number of tal l obstructíons in the forrn of
cargo-handJing gear, which complicates lhe siting of a
sui tab le helic opter oper ating area. It may be possible to sí te
the area on hatch covers . However, the dose proximity of
obstacles may require its siting on the main deck wírh a
stgnífícant portion of lhe ma.noeuvring area extending
outboard of the ship 's aídc .
1.5.3.5.2 The following poínts should be considered:
a) tbe area should not be located wc ll forward b cc ause
of turbu lcnce around the shíp 's bow, coupled with
the potential problems of spray OI breaking seas due
to lhe rela tively low free board in the laden
conditlo n; and
b) lhe presence of tall obstacles on the maio deck
requires that provisi on be made for clear approach
and departure paths to and from lhe operating area.
1.5.3.6 Gearless bulk carriers
1.5.3.6. 1 Thcsc ships are usually free from tall obstac les
on deck and offer both a clear approach/departure path and
greater ftexibiJity in siting an operating arca, whlch ís
normally 00 the hatch covers. These may bave some minor
obstacles on them, such as ventilator trunkings , which can
affect lhe positioning of the cicar zone.
1.5.3.6.2 The following point~ must be considered when
siting helicopter operating areas on lhe hatch tops:
a) Fore and aft opening. These hatch cover s are
norrnally eitber totally fiai or transversely
corrugated. The totally flat configuration is ideally
suited for both landing and winching operations.
Transv ersely cOITugalt:d hatch covers are nol suited
to helicopter operatio ns but lhe operating areas ean
llsllally he sited on lhe main deck .
HeIiport Manual
b) Side opening. The hatch covers are sunabte for
landlng or winchíng, bu t many are not totally nar
and can slope by as much as 5", nonnally rrom lhe
half-Iength towards either end. This factor ís even
more critical when added to lhe rolling motion of
lhe ship and may exceed lhe slope limitations
spccificd for the helicopter.
1.5.3.7 Combination camers
Dcsígn features on both types o f combination carrier,
namely lhe ore!buIk/oil camers (OBO) and lhe ore/oil
carríers (0 /0), are similar to lhe bulk camers. A FATO or
winchi ng area will nonnally be sited on lhe hateh co vers,
although it may be possible on the large 010 ships to site
the arca on the main deck as greater cleer deck space is
usueüy availablc. Minor ob stacíc s on the ha tch covcrs. such
as vembarches or tank clean ing equípmenr, may determine
wnere the opcratíng arca will be situalcd. Combin atíon
camers are rela tively free of large obstacles although lhe
derric k posts near lhe manifolds usuaüy combine to take lhe
tanks' gas vent risers . Combination carri ers almost
invariably are fitted wi th side openíng hatch covers (soe
1.5.3.6.2 b» .
1.5.3.8 Container ships
1.5.3.8.1 Unless spccially dcsigncd, a container ship does
not read.ily lend itself to routine helícopter operanons as
maximum use ís made of the weather deck for lhe stowage
of lhe containers. In most cases this precl udes helicopter
landíng or winching operations lo anywherc but:
a) hatches which are clear of contaíners ; or
b) the top of the dcck container stack .
1.5.3.8.2 Although Ihese areas sho uld be able lo meet lhe
recommendations for lhe space required for belicopters
landing or wínchíng, the availabil ity of clear spaces ís
usually limited due to the posi tioning of contaíners on deck .
Cíearance 00 bearíng strength of lhe hatch covers should be
obtained from the appropriate auth ority for lhe operation of
belicopters.
1.5.3.8.3 Serious consideration must be given lo the
following poinls if helicopter opcrations are proposed from
the top of lhe deck containcr stack:
a) conlainers on deck can routinely be stacked as many
as tive high (up to 14 fi above lhe deck) and are
also lik:ely to extend lhe full widlh of lhe ship;
Chapte r 1. Sue seíecnon and structural design
b) unless spec ia.lized arrangements can be made to suit
thc profile of the stack, access to and f TOm the
weatner deck can be hazardous to personnel,
regardless of lhe number of conraíners in lhe stack;
c) the use o f pilot ladders ill limited to lengths of 9 m
and so, if lhe staek ís three co ntainers or more high
and the means of access ís by pilo t ladd er, it may
cau se problems for lhe ship oper ators:
d) lhe safety of personnel working 00 top o f lhe dec k
stack must be provided for by lifelines, handholds,
etc .: and
e) the contaíner roof is not strong enough to support
landi ng helicopters and is seldo m entirely rigid. It
will onen be covered by greasy/moist deposits
re nderi ng wi nching opc rations extrernely dangerous.
The srack surface is also crtss-crossed with lin ear
gaps berween the co ntainer rows and bays
1.5.3.9 Gas carriers
1.5.3.9. 1 Alt hough lhe de sign criteria may di ffer radic ally
between lhe two categoríes of liq uified gas carrier and even
between differenl types o f shíp in the same category, lhe
general provísíons for helicopter opcrations are common to
bo th, The poten tial hazards inherent in conducting
helicopler ope rano ns involving gas carríers must be cíe any
rccognizcd an d lhe O W I1el" ' S prerogative to proteet the shí p
by rerustng to pennit ro utine helioopter operations musl be
respected. However, this does no t preclude helicopler
oper atio ns to g as carriers wben lhe expre ss consent o f both
lhe owner and lhe rnaster has becn obtained.
1.5.3 .9.2 The maj or prob1em with regard lo helicopter
ope r atio ns to gas camers ís the alm ost invari able lack of
cl ear deck space availablc for lhe operating arcas, coupled
wi th the extreme vulner abilíty to damage of lhe dec k
instal lations and the conseque nt di fficulty of co ntrolli ng any
ensuin g fire. Thus it must be apparem Ihat most gas carricrs
w ill be unab le to provide a suitable clear spacc in lhe cargo
are a or forecast1e head to provide for helicopter operations.
The oDIy suilable safe place would be the poop deck. This
arca is advantageo us due to its remoleness from lhe cargo
15
tank area, but also has lhe Jisadv antages men tioned in
1.5 .1.5. In addition there ís a rcquircmeut to protect the
aceonunodation arca against the po tentiaI hazards nf a
hclicopter accident (bum ing fuel and flying de bris).
1.5.3.9.3 If a ship is provided with a p urpose b uílr
helideck, speciall y de signed to alleviate these p roble rns,
then the poop deck representa the optimum pos ltío n for a
FATO. Thcrcfore, it ís strongly suggested that gas carriers
should not requíre helicopter operations to takc place unless
sueh a helideck ís provided.
1.5.3.10 Dry cargo ships
1.5 .3.10.1 It is unlikeIy thal lhe majority of general cargo
sbíps. including modem ships o f relatively large size, will
be ab le to mee t even the minimum requirements for a
winching arca. Their dcs ign ís such that numerous talI
obstaclcs in lhe form of deck bouses and cargo handli ng
ge ar seve rely limit the clear dec k space available and afford
little scope for the provision of a clear approach to any
oper ating area provisionally selected. Cargo handling gear
ís normally sto wed across lhe hatc hes in afore and aft
direction when no t in use and therefore precludes the siting
of winching zo nes on lhe hatch tops. It is possiblc that
some o f lhe largcr, modem ships fitted with cranes ma y be
eapable of luffing the crane jibs andswinging Ihem
athwanships, thereby fa cilit ating provisíon of a winehing
area either on lhe hatch tops or on lhe main deck adjacent
to me hatch, with a large par t of lhe maooeu vríng area
ex tendíng over lhe ship's side. This procedure, howe ver, is
not recomme nded for ships fittcd with derrieks due to lhe
inherent diffic ull y of seeuring derrícks adequatcly when
lu tfing ver tieally.
1.5 .3.10.2 Tbc po ssibili ty outlined in 1.5.3.10.1 is very
likely to be removcd by the present trend for cargo ships to
earry containers bolh on lhe hatch tops and me main deck,
bu t gives rise to problems of safe access to and from the
operating area . In the event tha t eontainers are not c arri ed
and a suit able windring area can bt: lucated on lhe hateh
tops, it should be noted Ihat hatc h cavers on gene ral cargo
ships , whether tbe y are end-stowing or slab des ign, are
invari ably fiat and therefor e pre sent a suitable dear zune for
winch ing operations.
 Chapter 2
PHYSICAL CHARACTERISTICS
2.1 SURFACE-LEVEL HELIPORTS
Note.- The f olIowing specifícat íons are for susface-level
land beliports texcept where specijied).
2.1.1 Final approach and
take-ofT areas
2. LI.l A surfacc-lcv cl helipcn ehall be províded w ith at
Icast o ne FAro.
Note.- A TA TO may be loceted on or nea r a runway
nrip or taxiway stríp.
2. 1.1.2 The õímensío ns of a fATO shall be:
a) for ti helipor t intended CO be used by pe rformance
c1ass I helicoprers, as prescribed in the helicopter
füght man ual except lhat , in the absence of width
specifications, lhe width shall be not less lhan
1.5 times lhe ove r-all le ngthl width. whichcver is lhe
grea ler. of the longestJw idcs t he lico pter th e hel íport
ís in tcndcd to ser ve ;
b) for a water helip ort intcndcd to bc used by
performance class 1 belico pters. as prescribed in a)
above, pIos 10 per cent:
c) for a heliporl intended to be used by performance
class 2 and 3 helicopters, of sufficient size anel
shape to contain an area within which can be dra wn
a circle of dia meter not less than 1.5 times lhe
over-all length/widrh. whichever Is the grcater, of
lhe longest/widest helicopter the heliport is intended
to serve; aod
d) for a watcr heliport mtended to bc uscd hy
performance class 2 and 3 hclicop ters. of suffícient
stzc lo c ontain a n area withi n which can bc dra wn
a ruc1e of dianleter nol less than two limes the
'6
over-all lcngth/width, wbichever ís lhe grearer. of
lhe Ionge st/widcst hclicopter the heliport is intcndcd
lo serve.
2.1.1.3 The over-al í slo pe In an y uírecnon 00 lhe PATO
shall not e xceed 3 per cento No ponion of a FATO shall
have a slope exceeding:
a) 5 per ccnt wbere the helipo rt is intended to be uscd
by performan ce class 1 helicopt ers; and
b) 7 per cenr where lhe heliport is intended lo be used
by performan ce class 2 and 3 helicopters.
2. L 1.4 Th e surface of the FATO shall:
a) bc resistan l to the errec ts of downwash;
b) be free of Irreg ularltic:s that would edvcrse ty alfect
the take-off ar landing of helicoptcrs: and
c) have bearin g strength sufficient to accornroodatc a
rej ected rake-off hy performance class I helicopters .
2. Ll .5 The FATO should provide ground effect.
2.1.2 lI ellropter dearways
2. 1.2 1 A he lícop ter carryí ng out a tak e-off in tcseument
meteorological condí nons ar an oversnoot in IMe following
a bau1ked landiog/missed approach ma y need 10 accelera te
in levei ff ight d ose to lhe grournl in order to achieve íts
safe climbin g speed.
2. 1.2.2 In order that Ihis manocuvre may be acco mplis hed
with maximu m safety. it will be necess ary to ensure that
there are DO objects in lhe probable path Df lhe hcllcoprer
wnícn may endanger 115 saíety, anu a belícopter ctearway
shall be cstablished.
2. 1.2.3 A hehcoptcr clcarw ay shall commence at the
upwind end of the FATO, inc1uding Lhe rejected take-off
Chapter 2. Physical characteristics
area. and continue until lhe first upst andi ng obstacje.
cxcl udin g ligbtwcight. fren gible o bjcc ts. Ir lhe presenc e of
sucb an obstecle unduly restrlcts Lhe dístancc íot lhe
helicopter clcarway, it must be remo veo.
2_1_ 2.4 Ali mobile objects shall be removed from lhe area
wbose surface ma y be land or may be warer provided lhe
bclícoprers using me heliport are cqu ipped wrth suitable
âoraüon gear. Marshy or boggy grcund is nor recommended
in lhe evem mar ao emergency landi ng may be necessary.
2. 1.2.5 The width of a helico pter clearway shoutd be 001
Icss Ihan that of lhe assoc iated safery area.
2.1.2.6 The gro und in a helícopter ctearwey should not
projcct above a plane having ao upward slope of 3 per ce nto
rhe lower limi t uf this plane beíng a horizomalline which
is Iocated 011 lhe períphery of the FATO.
:l.l.3 Touchdown and Uft-offarees rrLOFs)
2.1.3. 1 Whc ncver it is inlended that lhe uodercarrtege cf
a helicopter will actu ally loIlch down on the surtece of a
beliport or leave lhe surface to achíeve li. haver, a
lo uchdown and lijt-off area shall te pro vided Such ao area
may fonn pert of lhe FATO or it may be a discrete separare
area more suirable to wlthstanding the mass of the
belicopter. for example, or it may be part of a helico pter
stand. in isolatioo a r 0 0 a helicop ter apron.
2.1.3.2 A touc hdo \\n and lift-off arca may be any shapc
bUl shall h e M suffieieot sizc to co ntain a c irele of diameter
1.5 times l!ll: lenglh or width of lhe undercarriage.
whiche vc:r is fhe grealer, of Uic: larges l helicopler lhe area
is inteoded to serve.
2.1.3.3 Slopes on a TI.OF shall be suffieient to preveot
arx umul ation of waler 00 lhe l'urface of the area, but sh all
no t exeeed 2 per eent ill aoy dircc tion.
2.1.3.4 Whell siti ng a discrete TLOF il should be eos ured
lhat there are no obstacles such as hangars or other
struetures in lhe immediale vieinity that mighl ca use
helicop ler co otrol diffic ulties Ihrough turbulence or whieh
could preseot a hazard when manoeuvring in cross -wind
co nditions.
2.1.3.5 Le vei. well draina! gro und will sufficl: for lhe
arc a, bul il mu ~ 1 be frcc from an y obslacies , loo5e 510nes or
any olhcr 100se articles Ihal co uld be stirred up by ro tor
dOWllwal'h. It should bc kcpt clear of soow or ice unless lhe
heli,,"optcrs are eqUipped for such operalions.
17
2.1.3.6 If lhe area is lO be used in alI weather conditions
11 wouía be aôvísebíe to pave the area oí the TI..OF. li
vehicles are like ly ro approach lhe TW F. especíaüy for
load ing or unloading freight or for refuclling, con sidcration
should be given to peving the wholc area that might be
used . li rcfuelling Is carrted cur 00 lhe l1 ~O F, any spill fuel
sbould be remo ved irnmedlatety,
2. 1.3.7 The bcering strengtb of lhe surtace of lhe TLOF
should be suffic ient lo withstand lhe dynamic loading
imposed hy lhe heavi est and/o r largesl belíc opter for which
the area is intended. The dyoamic load d ue to impact on
landin g sbould cover a normal landing with a rate of
descem of 1.8 m/s (6 f tis). The impact load is eq ual to
1.5 times lhe max imum take-off wei ght of lhe helicop ter.
2.1.4 Sarety aeeas
2.1.4. 1 A FATO shall be surrouuded by a Sllfcty are a.
2. 1.4.2 Thc purp ose of a safety area is to:
a) red uce lhe risk of damag c to a belíc opter cau sed to
move off lhe fATO by lhe effec t of turhulenee o r
cross-win d, mislanding or mi.shandling; and
h) prot ect helic opter s Ilying over the area d uring
Iandíug, missed approach or take-cn by providing
an area which Is clcsr cd of ali obstac1es cxccpt
small, frangible obj ecrs which, bec ause of l!leu
fuoc tion, must be locat ed 00 lhe arca.
2.1.4.3 A safe ty area surroundi ng a FATO inlended to he
used io visual me leo roJogical cOlldiliollS (VM e) shall
exlend outwards from lhe pcriphcry of lhe FATO for a
dis lance of at le asl 3 m or 0 .25 times lhe over- all
lenglh/widlh. whi ehevcr is lhe greater. of the Icmges tlwidest
he licopter the area is intended to serve.
Note.- lhe larger of the two altematives given above
.ihall always be applied.
2. 1.4.4 A safety arca 5Urroundin g a FATO intc:ndcd to bc
used by helicopter ope rations in instrumenl meleor ological
cornlitioos (IMC) shall extend
a) lateraJly to a distance of ai lc:ast 45 m 00 each side
of the cen tre line; and
h) lon gitudi nally to a dis !ance of at leU! 60 m beyond
lhe cnds of lhe FATO.
Note.- See Figure 2-1.

1.1.4,5 No üxed ohject !<hatl he permiued c n a sarery area,
excepr for rrangtbiy rroun ted objects which, because of
meu tuncuon. rnus t bc Ioc atcd on the arca. No mob ile
object sbaü be permitted on a sarety area durtng beücoprer
opcraüons.
2.1.4.6 Objects who se functiuns require them to bc Iocared
on the safcty arca shall not exceed a beigbt of 25 em when
located along lhe cdgc of lhe FATO nor penetrare a plane
orígtnanng ai a beight of 25 em above the ed.ge of lhe
FATO and sloping upwards and outwards trom lhe edge of
lhe FATO at a gradí ent of 5 per cenr.
2.1.4.7 The surface of the safety arca shall not exceed an
upward stc pe of 4 per cent outwerds from the edge of lhe
FATO.
2. 1.4.8 The surface of lhe safety arca abuui ng the FATO
shall be co nt ínuous wi th lhe FATO and lhe wbole of lhe
safcty arca shatl be treated to preveni loo se stones and any
c thcr üyíng deb ris caused by rotor downwash .
2.1.5 Helicopter ground taxi WIIY'"
2. 1.5.1 A helicopt cr ground taxíway is intcnded to permit
lhe surface movement of a wheeled belícopter under its own
Pvvw- Th c specífications for tex íways, taxiw ay shoulders
and raxtway stríps includcd in Annex 14, Volume I. are
equally applicable to hel ícopte rs as modillcd bctow. When
a taxiwey ts intended. for use by acropla nes and belícopters,
lhe provísíons for taxíways and be1icoptcr ground taxiways
will be cxamined and the more stringe nt requiremenls will
be applied.
2.1.5.2 The width of a heliç opter ground taxiway shall oot
be 1ess than :
Helicopter ground
Helicop,er main gear span taxiway widlh
Up lo bul not including 4.5 m 7.5 m
4.5 m up to but nol including 6 m 10.5 m
6 m up to but not including 10 m 10 m
lO m and over 20 m
2.1..5.3 The separation distancc hetwec::n a helieopter
groultd taxiway and ano ther helicopter ground taxiway, an
.ir taxiway, an object OI helicoptCT slllnJ shllll not be Ics s
Ihan lhe appropriate dimension spcciti cd in Tablc 2·1.
Heíipon Manual
2.1.5.4 The longitudinal stope of a bencoper grouml
laxiway snau not exceed 3 per cento
2. 1.5.5 A hellcopter ground taxiway should be capable nf
with sranding lhe traffie of such helicopters that the
heliccp ter grcu nd taxíway is íntended to serve .
2.1.5.6 A helieopter ground taxíway should be províded
with shoutders that extend synunetrieaUy 0 0 each slde of
lhe nencoprer ground taxiway for at least Doe half the
greetcst over-aü width af lhe wídest helieopter that lhe
hel jcopter grou nd taxiway is intended to serve .
2.1.5.7 The belicopter ground tax íway and íts shoulders
shall provide rapid drainage but the transverse slope shall
not excecd 2 per cem.
2.1.5.8 The surface or a helicopte r grou od texiway should
be resistant lo thc effects of lhe rotor downwash .
1.1.6 Air ta~ways
2.1.6.1 An air taxiway ís intended lo permit lhe movement
of a helicopter above lhe surface at a heig hr normally
associated w íth ground effecr and at a ground speed less
tha n 37 km/h (20 kt).
2.1.6.2 The choice between providi ng a belíccpter ground
taxiway or ao aír taxíway, where onc or lhe cther is
reqeired, wül maioly depcnd upou :
a) the nature of the surface of the ground
b) the facl that lhe width of ao air taxiway would be
considerably greater Ihan lhe width of a helieopter
ground taxiway;
c) lhe effccts of turbule nce from any adjacent
itruetUl'e S on the controI of helieopters:
d) .ny possib le conftict between aeroplanes .00
helicopters; and
e) lhe lype of helicopter undercarriage, i.e. wheels or
skids.
2.1.6.3 Aflcr eonsidering the various facton: it may he
decided to provid e both facilities bul, bearing in mind tbat
a helicopter using ao air w.lway will remain in lhe ground
eus hion. Ihat is, close to the ground. and the eo nseque nt
cffcct of rolDr down wash. llIl air taxiway should not be
Iocared inunedialely ahov~ a helieopter ground taxiway, if
lhe two arcas are lo be u ~ coneurrently.
Cnaoter 2. Physícal cham cteristics 19

2.1.6.4 The width of an alr taxiway shall he at íeast (WO
times lhe greatest over-all width of lhe helicopters that the
air taxiway is intcnded to serve.
2.1.6.5 lhe surface of the ground be neath an air taxiway
shall:
a) be resistant to the effec ts of rotor downwash; and
b) be suitable for emergency landings.
2.1.6.6 The surfa ce or the ground beneath an air taxiway
sho uld provide ground effect.
2.1.6.7 lhe tran svers o slope of lhe surtace of the ground
beneath an air taxíway should not exceed 10 per ccnt and
lhe longitudinal slope should not e xceed 7 per cent. In any
evcnr. the slopes should not exceed the slope landing
limitations of lhe bclicopters the air taxiway ís intcndcd lo
serve.
2.1.6.8 lhe separ ation distance between an air taxiway
and another air taxíway, a helicopter ground taxiway, an
objec t or a belic opter stand sball not be less than lhe
appropriate dimension in Table 2- 1.
tomes along which lhe helicopler can üy mor!', qUi ddy
while maintaining a safe manocuvrc capability.
2.1.7.2 An aír rransit ro ute ís íntended to permit the
movement uf a hellcopter ahove lh e surface, nnrmally at a
height not above 30 m (loo fi) above ground Ievel and at
ground speeds exceedi ng 37 kmfh (20 kt).
2.1.7.3 Air rransít routes, however, require comparatively
large amounts of aírsp ace (wídths of up to 200 m ai nigh t],
which must be kept clear of ali obstacles as well as
co rresponding áreas of ground below the m, which mu st bc
suítable and of sufficient be aring strength to permit safe
emer gency Iandings.
2.1 .7.4 The wid th of an air transit route shall no t be te ss
than;
a) for operations by day onIy, 7.0 times the largest
rotor diameter of the helicop ters for which lhe air
transit route ís intended ; and
b) for operations at night, 10.0 times the 1argest rotor
diame ter of Lhe helicopters for whi ch the air transit
route is ín te nded.

Table 2-1. Helico pter ground taxiway and 2.1.7.5 Any variation in lhe dírectíon of the centre line of
a ir taxiway sepantion distances (expressed in an aír tran sit ro ute shall nct exceed 120° and sh all be
mul ti ples of greatest over-all width o f helicopter - dcsigncd so as not to nece ss ítate a. turn of r adius tesa than
with ectoes turning) 270 m

Helicopter 2.1.7.6 Air trans it routes are to be selected 50 as to permit

ground Air Helicopter autorotative or one-engine- inoperative landings such that , as
Facility taxiway taxiway Object s tand a minimum requírerrenr, injury to persom on the ground or
water, or damag e to property are mlnimlzed.
Helico pter 2 4 I 2
ground (he rween (between (edge to (between
taxiway edge s) centre object) edges)
lines) 2.1.8 Aprons

Air 4 4 ''I 4 2.1.8.1 The specific ations for aprons include d in Chap-
taxi way (between (between (centre (centre ter 3 of Annex 14. Volume L are equ ally applicab1e to
centre centre line line heliports as modified herewith.
Iines) lines) to object) to ed ge)
2.1.8.2 The slope in any d lrection 00 a helicopter stand
shall not exceed 2 per cent o
2.1.7 Air transit routes
2.1.8.3 T hc mioimumc1ear ance between a helicopter using
2.1.7.1 Ground aír taxiing by he licopters are essentially a helicoptcr stand and an object or any aircraft 00 another
slow manoeuvres and can prove to he economicalIy and stand shall not be less than half lhe greatest over-all width
op erationally emb arrassing at an airport, to belicoptcr and of lhe helicopters mar lhe stand is intended to serve .
aeroplane operators alike. Therefore , when helicopters are
requircd to move betweeo wide ly spaced tocetíons 0 0 ao 2.I .R.4 Wbere simultaneous hover operations are to be
airport or aerodrome, it is desírable to provid a air rransit provided for, the separation distance of 4 times lhe greatest
20
ov cr- all WiJUl uf hclicupter. with roturs Luming, bc tween
centre points of tbc rclcvant standa are to bc applicd. .
2.I .S..5 A helicopteT stand shajj be or sufficient sue 10
comaín a circ le of diameter af ar least lhe largest over-all
dimcnsion or the Iargest he ticopter lhe stand ís expected to
serve.
2.1.9 PrOl'ision of a final approach and
ta ke-off area in rdatiu D to 11
runway OI' taxiway
2.1.9.1 To facilitate the operatíon or helicopters at an
acrodrome, provision should be made for a FATO separate
from the aeroplane take-off and landing arcas, although
aer oplanes and helícopters may share a common runway in
low visibility conditions so that the helícopter can use a
runway ILS as ao aid in its final approach. The FATO
should be so located as to:
a) provídc adequare separation trem aeroplane traffic
pat terns and 80 avoid conflict in take-off and
landing operatíons;
b) avoíd areas where the jet ernux trom aeroplane
engines , especiall y at take-off or break-away power,
ís likely to cause bígh turbulence or severely
degrade the ground cushíon below a helícopter in
lhe hover:
c) avoíu areas where vortex wexe generated by landing
aeroplanos ís Iikcly lo ex íst and affect helicopters
eit her in the final approach phasc or in lhe hover
adjacent to lhe runway:
d) avoíd lhe reter downwash from large and beavy
heíícopters affecting light aeroplanes parked on an
apron or on a taxíway during lhe approach ar
departure of the helicopter; and
,
,,___ 60 m _
,
,
Hettc o pt er cl ear way
,,
Safely area
Hejec ted ta ke-ot t area
, ,,
Figure 2-1. Safety area for instrument FA TO
Heíiport MlJJ'1ual
e) avoid the risk of dehris heing ingesrerí hy lhe
cngincs of olhcr aircraft as a rcsult of lhe debris
beíng bJown anout by rolar downwasn.
2.1.9.2 To some exrent these problems ean De avoided
through Ai! Trame Cootrct and acrodromc managcrncnt
procedures. However. at busy aerodromes with a large
amount of helicopter traffic, it ís importan t Ihat thc design
and layout of lhe acrodromc takc thcsc problema into
account to ensure that they are reduced to a minimum.
2.1.9.3 Those parta of lhe runway whcre vortcx wake
generat ion ís likely to be greatest are in the tbreshold and
tcuchdown zone areas while lhe aeroplane wíngs are still
generaling lift and also at lhe point of take-off as lhe
aeroplane rotates and becOIOCS airbomc with high power
applied. For these reasons. it ís undesirable that a FATO
should be located opposite the thresholds or touchdown
zones of a ruuway or within a runway strip.
2.1.9.4 At taxiway intersections and aircraft holding potn ts
serving runways, aeroplanes are like ly lo use highcr powcr
in lhe (um when taxííng and when movfng forward from a
stationary poaitíon. Thus it is considered uud esir able to
tocare a FAIO adjacent to tncse arcas as wcll.
2.1.9.5 Special attenüou should be given in preparing lhe
surface around lhe FATO lo re síst erosion f TOm jet engine
exhausts and rotor downwash and so minimize me risk of
íngestíon of 10000 surface materiaIs by both aeroplane and
helicopter engtnes.
2.1.9.6 Ir will usuany be necessary to locare a touchdown
and lift-off area separate f TOm lhe FATO 00 a díscrcte
helicoplcr stand or helic opter aproo where helicopters ean
embark and disembark passe ogers or load/unload cargo. Jt
sbould be located. so as to:
a) be as close as possíble to passellger check-in areas
to avoid Iengthy walking cístaoces: and
FAia
1--60 m~
1 90 m
J
Chuptcr 2. Phys ícul cha racten sücs 21

b) avo id as much as po ssíb le the mixing of aeroplanos
and he licoptcrs o n aprons ar 00 taxíways because of
lhe relaü vely slow spee ds at w hich me helicop ters
gro und taxi and [O avoi d co nflicr berween
aeropla nes un taxíw ays and helic oprers usíng aír
raxiways.
2.1.9.7 W here a FATO ís located near a runway
taxíway, and sim ultaneous \'Me oper ations are planncd,
scparation dis tance between lhe edge of a runway
taxiway and the edgc of a FATO shall not be Iess than
appropri ate di me nsio n in Table 2-2
b) for a belipor t iutcnded to be used by performance
class 2 beücopters, of suíü cíent sue an ã sh ape to
contain an area within wh ieh c an he drawn a circle
of diameter no! less than 1.5 time s tbe over-all
lengthlwidth, whichever is the grcatcr, of thc
longcst/wídest helicopter the hcli port is in tended lo
ser ve.
or
the
2.2. 1.4 The slope requirements for elevated heliports
or
shouId conform to the requirements for surfac e le vei
the
hehports, specified in 2.1.1.3 .

Table 2·2 . FATO minimum separaâcn dtsteece 2.2.1.5 Thc FATO shall bc capable of withstanding lhe
traffic of helic opters the heliport ís uuended to serve.
Destgn consider ations shall take into account addi tional
Distance between Icadíng resuuíng from the presence o f personnel, sn ow,
FATO edge and
freíght, refuellíng and tire fíghting equipment, etc. (see
lf oeroplane mass andIor runway edge or
Chapter 1. 1.3.2.1).
he licopter mass are: laxiway edge

up to b ut no! including 2 no kg 60 m

2 720 kg up to buc nor includlng 120 m 2.2.2 Safety a rea

5 760 kg
2_2_2_1 Th c FATO shall be surrounded by a safery arca .
5 760 kg up [o but not including 180 m
100 000 kg 2.2.2.2 The safety area shall extend outwards fro m me
periphery of the FATO for a ôísrance of at Ieast 3 m or
100 000 kg and over 250m
0.25 times lhe over-all leng thlwi dlh , whichever ís lh e
grearer. of lhe loo gest/wide st helicop ter inte nded to use the
elevated heliport.

2.2 ELEVATED HELIPORTS

2.2. 2.3 No üxed object snau be perrru rted 00 the safery
area, except for fr angibly designed c bjec ts which, because
or tneír runcuon . must be loc ated on lhe area. No mob ile
1.1.1 Final approach and ta ke-off area and
objcct shall bc pcrmíucd on thc safcty arca d urin g
touchdown and lift-otT aeea
hclieopter operat íons.

2.2. 1.1 On eíevateu beliports, it is presumed lhal lhe

FATO and me touchdown aOO lift-off arca will be
coincidental.
2.2.1.2 An ele vated heliport shall be provided with at Ieast
one FATO.
2.2.1.3 The dimensions of the FATO shall be :
a) for a heliporl intended lo be used by performance
ctass 1 helicopters, as preseribed in me helieopter
ftigbt manu al exce pt tha l, in the abscmx of width
~PI"çifiçatiull~ , UI'"' width ~hall be no t less than 1.5
times the over- alI length/width, whie bever is the
great er, of the Iongest/widest helic opter the heliport
is in tend ed to serve; and
2.2.2.4 Objects whose funcüon req uire them to be 10eatOO
on the safety area shall no t exceed a beight of 25 em when
Iocated along the edges of the FATO nor penetrare a plane
originating at a heig ht o r 25 em above the edge o f the
FATO and sloping up wards and ou twards from the edges of
the FATO at a grad ien t of 5 per cent .
2.2.2.5 The surface of the safety area shalJ not exceed an
upward slop e o f 4 per ecnl oulwards from the cdgc of the
FATO .
2.2.2.6 TIle sw"face of lhe safety area abutti ng the FATO
shall be eontinuous with lhe FATO and be capable of
supporting, wi thoul slrllctllral damage, me heJicopters mat
the hcliport is intendcd lo se rve.
21
1.3 IIELIDECKS ON OFFSIIO RF.
lNSTALLATlONS
1.3.1 Final a pp roa ch end fake-olT " reli and
teuchdcwn and Uft-off erea
2.3.1.1 On helidecks it is pre.s umed tha t lhe FATO and lhe
TLü F will be coincidental .
2.3 .1.2 A heli deck shall be pro víded with ai lea st
FATO.
2.3.1.3 The sue of lhe FATO is, of necessity, a
compromise for offshore operatíons where ~-p;u;e is 50
limitcd. lhe arca must provide s ufficient space for lhe
landing gear configuration, sufflcicnt arca to provide a
helpfu l "ground cushion" effcct from lhe roror do wn wash,
suffieic nt roo m for passcngcrs and CtCW to alighl or embark,
sufficie nt cle aran ce fro m c nsuctcs for botb maio WJd tail
ro rors ando final ly. some margin lO allow for toucbdo wn
poshlon inaccu racies ca used by crew ml smanagcmcnt,
bclicoptcr control difficulties cr belicopter equiprncnt
failures.
2.3.1.4 11 bec omcs inevitable, theretore, lha!
touchd own and lift-off area should be eoineident with lhe
fATO and, in conseque nce of me consideraüo ns stated in
2.3.1.3, lhe minimu m safe síze ot lhe FATO for a single
maio rotor hclicopter or side-by-side twín rolar helico pter
Is dccmcd to bc an IlI'CIl wtncn can acconunoda te a circle
whose J iameter is not less than lhe largesl dimension
over-all, when rotoes are turning, of lhe largcs t bclicop leI
lhe helidcck is intcnded lo st:cve. Th is dimension is known
by lhe symhol D and shalI be applied.
2.3.1.5 A variati on to tlús criten on becomes necessary
when omn idirectional landings are planned for helicopters
having tandem main rotors. In such cases lhe minimum safe
llize shall be an area which can cc ntain a circle whose
dillmclcr is not less than 0.9 time s D. An extensinn of the
obstacle- free surf ace is abo necessary (see Chapter 3,
3.2.3.9 b» . Where this diameter d rcle cannot be mel, lhe
FATO may encompass a reclang ular shapc who1>e smaller
sides llhall bc not less than 0 .75D and whose longer sides
shall be nol less than 0.9D. In such a configuration,
bi-dire ctional operations only will be permitted anti then
o nly in lhe direction of lhe 0.9D dimension .
2.3.1.6 No fixed object shall he perm ilted aro und the edge
of lhe FATO excepl for ITangibly designed objec ls which.
bcca usc: of lheir funetioo, must bc loca ted lhereon .
Heí ípon MU!l ual
2.3.1. 7 Ohject'l whose funetinn req uire the m lo be tocated
on lhe cd gc of lhe FATO shall no! exceed a height of
25'm
23_1.8 T he helldeck sball have ao over -aü coaring of
non -slip material and ali paint marki ngs 00 me surrace or
lhe helideck shall be IDade or non-skíd materíab. A w íde
variery of suitable materiais are available commercially and
information on wbtcb materials wou ld bc best applied in
particular case s should be obtained through lhe epprcpriate
authori ty in eaeh indi vidual Srate.
ODe
2.3.1.9 To ensure adequate drainage o n fixed installations,
lhe helideck sho uld be laid to a faIl or be cambered lo
prev ent rainfall or fue l spilIage from rcma iniog on the
FATO. Such falls or camb ers snourd be epproximarety
1 ~1 00 and should be designed lO drain lhe Jiquids away
trom the main struc ture. The deflection of the helideck
surrace. due to loads from a belicopter at rest. sbo uld not
modify lhe fATO drainage system lo lhe exrem of allcwíng
spiüed fuel to remain on lhe FATO. A system of gut rerlng
ar a slighl1y raiscd kcr b shouíd be provided aro und lhe
pcrirneter o f the helideek to prevent spilled fuc! from fallio g
on to omer peru of Lhe tnstaüanou and to conduct lhe
spíüa ge lo a safe storage or dispo sal place .
lhe
2.3,1.10 A tau tly strete hed TOpe nettiog sho uld preferably
be províded to aid the landing of heli copter s, panic ularl y
those wíth wheeled uodercarriages, in adverse wea ther
co ndilion s. A net wi ll considerably assist in lhe stability o r
lhe helico pier 00 lhe helideck in condníons of lIigh wind,
waler, snow and ice . Because of lhe possible advel'$e effce ts
of skid líps beco ming enmeshed in me netting. the use oi
netting 00 helidecks inleDdl:d solely for lhe use of
helicopters with skid Iype urxiercarriages should be left to
lhe discrelí on of the particu lar helicopter operato r using the
helideck.
2.3.1.11 Ir is pre ferabl e that the net be man ufactured from
20 mm diameter sisa!, wilh a maximum me.~ size a f
200 mm lhe me sh should be knotted and nol threaded The
rope sbould be secured every 1..5 m around the FATO
perimcler and lensio ned to at least 2 223 N. Nelting made
of olher malerials will be acceplable pravided it is su ong
enough to wilhstand the wear and tear of helicopter
operations and lhe rigoues of regional wealher condi tions,
and provided ir will not damage belicopter undercarri ages
ar bceome ao unacceptable hazard (O lhe safeiY of pe rsonnel
moving acros s lhe neL
2.3.1.12 There are oormal1y three sizes of landing nel and
they shou ld be 1lelected acccrding to lhe t )'pC of helicopler
Chapter 2. Physical characteristics 23

for which lhe FATO ís intended. Table 2-3 gives guídance 2A.2 l"inal approam and take-ofl üIU end
on wních síze of net is considered appropriate to a touchdown and lifl..ufT an:a
particular size of helicopter
2.4.2.1 On heliports, other than those regardcd as
helidecks, located on ships. it ls presumed that the FATO
Table 2-3. Landing net size and thc TLOF wil l be coincidental.

Heíicopter 2.4.2.2 Shipboard heliports shall be provi ded with ar least

over-alllength Landing net size one FATO.

Up to 15 m Smal! 6 mx 6m 2.4.2 .3 Because 01" the Iimited spacc available, the FATO
ís req uired to be of circular shape only, sucn shape
15-20 m Mcdium 12mx 12m dcma nding the least amount of space whilsr satisfying the
mioimum síze req uired consistent with safety.
OVeI 20 m 15 mx15m
2.4.2.4 The restrieted space avai lable resulte in a smaller
sizc of FATO havíng to be accepted compared with an
on-shore heliport. Thu s lhe min imum size acceptable sball
2.3.1.13 Suffieient tie-down points should be provided, 50 be a circle whose diamctcr ís nol Jess than 1.0 times the
loc ated and of sueh strength and construction as to bc largesr dimension, when rotors are tumíng, of the Iargest
s uitable for securíng the helicop ter type s for which the helicop ter expected to use the FATO (O).
helldeck is des igned. Th ey should be fitted flush with the
surface of the FATO to obviate damage to tyres or skid s. 2.4 .2.5 The FATO shall have an over-all coating of
Advice shou jd he sougbt fTOm helicopter operators on the non -sl íp material anel ali paint markings 00 the surface of
correct configurations of tie-down poims required for their lhe FATO shall be made fro m non-skid materials. A wide
particular typc of hclícoprcr, varíety of suitable materiais are available commcrcially and
inform ation 0 0 which materia ls wonld he - hest applied in
2.3.LI4 Where the helideck is constructed in the for m of particular cases should be obtained through the approp riate
a grating, the unde rdeck design shall be sueh that grou nd autho rity in each individual Stare .
eüect ís not rcduced.
2.4.2.6 The structural strength of the surface of the FATO
shall be lhe same as for an on-shore eleva ted heliport given
in 1.3.

2.4 HELIDECKS ON SHIPS
2.4. 1 Whcn hclicopter opcraung arcas, othcr than
winching arcas, are providcd in the bow or stern of a ship
ar are purpose-built abovc the ship's srruc ture. thcy shall bc
regarded as belideeks and the criteria given in 2.3 sball
apply .
2.4.2.7 Althougb lhe effeet of temperature increases ís nol
likely to pose a prob lem, the complex effects of the shíp's
motíon and of the wind over lhe high ly obstructcd
cnviroumcnt ean cause considerable turbu lcncc for both
sfup's síde and amidships Iocarcd heliports. These effecrs
shou1d be assessec and lhe helicopter ope rator advised
accordingly.
 Chapter 3
OB8TACLE RESTRICTION AND REMOVAL
3.1 OBSTA CLE LIMITATION SURFACES
ANDSECTORS
3.1.1 General
3. L 1.1 The objectives or Lhe speciflcaüons in Chapter 4
of Anncx 14, Volume 11 are lo define Lhe airspace around
hcliports to be maintaincd frec from ob stactes 60 as to
permít lhe int ended helicopter operations al lhe heliports to
bc couducted safcl y and lO prcvent the helíports beccmíng
unu sable by lhe growth o f obs ract es around th em This ís
achieved by establishing a ser íes of obstacle limitation
surfaces that defi ne lhe limits to which objccts may projcct
iutc tbe aírspace.
3.1.1.2 In arder to safeguard a helicopter during íts
appro ach to the FATO and in íts climb after take-off, it ís
nec essary to e stablis h an appro ach surface and a take-off
climb surfac e through which no obstacle is perrnitted to
project, fur cach approach and rake-off climb path
deslgnared as serving lhe l<'ATO.
3. 1.1.3 lhe miní mem d imensions req uired for such
surfaces will vary considerably and , in lhe main, depend
upon:
a) lhe size of heli copter, its climbing speed and rate of
climb, particular1y when one engine is inoperative,
its approach speed and rate of descent on the final
approach, and its controllability ar such speeds : and
b ) the condítíons under w t iícn lhe ap p roac hes and
takc-off c1imbs are IDade. e.g . whether in VMC or
!Me and , if in !Me , w hether the appr oeches are
nc n-prectston or precision ínsu umcm approacbcs.
3.1 .1.4 Once such surfaces are established. it may become
necessary to remove extstmg obstacles which project
through lhe surface and restrict lhe ercction of new
structures whích wou1d become obstacíes . Mobile cbjecrs,
such as cranes, tomes. boats and traíns. muy be regarded as
24
obstacles at certain times, in which case it would he
necessary to d.elay helicopter operauons until the obstaclc is
clear of lhe surface.
3.1.2 Approach su rface
3.1.2.1 Description. An incli ned plane OI" a comhination of
planes sloping upwards Irem lhe end of the safety area and
cemred on a tine passín g Ihrougb rne centre of the FATO
(see Figure 3- 1).
3.1.2.2 Charaaerístics. The 1imits of an app roach surface
shall compríse:
a) an inne r edge, horizo ntal and equal in length to the
mi nimum specíned width of lhe FATO plus lhe
safety area, perpendicular to lhe centre Iínc of lhe
approach surtace and locared at lhe ou ter edge of
rhe safery area ;
b) two side edges orígtnaung at lhe ends 01" lhe inner
cdgc and:
1) for otber than li precísíon approacn FAro,
diverging unítormty aI a specified rate from lhe
vertical plane containing lhe centre linc of the
FATO;
2) for a precísíon approach FATO, diverging
uniformly ar a specified r ate fmm the vertical
plane containing the centre une of lhe FATO, to
a specitied height above FATO, and tben
divcrging uniformly at a spectâed rale to a
specified final width and continuing thereaffer at
that width for me remaining Icngtb of the
approach surface: and
c) an outer cdge horizontal and perpendicular to lhe
centre line of the approach SUTCace and at a
spec íâed height above lhe elevation of the PATO.
Cbapter J. Obstacle rcstriction and removo;
3.1.2 .3 The elevation of the inner edgc shail be lhe
etev auon or lhe safety area a! the poín r 0 0 lhe inner edge
that is intcrsec ted hy lhe centre llne of lhe approac n surtace.
3. 1.2.4 The slope (s) of lhe approacb surnce shall bc
rneasured in lhe vertic al plane conraln mg lhe centre line of
lhe sur face.
3. 1.2.5 Areas between the inner edge of the approa ch
sur face and lhe safety area, if any, shall have the same
charact.eristics as lhe safety area, sincc Ir would be
unacecptable for sucb areas lo have cha ractensrtcs rhar were
below the standards of euher or lhe adjoining surfa.ces.
3.1.2.6 Figure 3-7 illustrates such arcas hy shading lhe
rele vam portions, but tnese are, or necessny, shown only for
lhe basíc ccnflguratíons of fATO and ~afe ty arca and are
nol drawn to scale. However, the planned direcuon or lhe
approach surface ma y nct bc locatcd in line wtth , or ar a
con veníen r 45 0 to lhe cen tre line ot lhe FATO. Furthermore,
lhe FATO, and thus the safety area, may bc of irregular
shape or he much larger than une which can onry jusr
acc o mrrodate a c írcle of lhe minimum specified dimensious.
Fín aüy, if a hel ípo rt contaín s Orle f ATO onry, there are
requírcd to bc at least two approech surfaccs. sct at lcast
1500 apart .
3, 1.2.7 The problems involvcd with sueh dev iation s from
lhe bask configurll.tionll are:
a) where lhe inner edge sha11 be loea ted; and
b) the soapes and s izc' of the ,hadcd ltTeas may vary
coosiderably.
3. 1.2.8 To salisfy 3.1-2.7 a), ooe should ima gine a eirc1e
locat ed as near as poss iblc to lhe approac h edge(s ) of lhe
siÚety area, and who.:>c diarnc ler is equal to thc minimum
speçificd lotaI width of lhe safely area. lhe inner edge shall
lhen be tangential to lhe pc rimeler of lhe circle with its
mid-po int loc atcd on lhe perimet er (.see Figure 1- R)_
3.1.2.9 To ideotify tbe shaded areas, if aoy, it is neccss ary
to consid er their side edges as extending from lhe eoos of
lhe inncr edge to poi nts .....he rc they meet the perimeter of
the circ1e mcnti oncd in 3.1.2.8, tangelltiall y. The shaded
are as will lhen be bounded by lhese side edges, lhe inner
edge and the ed~es of lhe safelY area.
3. 1.2.10 Wher e lD)re than one approa ch surfaee is
pmvi ded it may be oer.:essary to imag ine more than ooe
drdc withill th" safety arei!, ei!çh lo catc.'ã IIt thç appropri ate
25
approach end of the sarery area. Th ís wür atways be
ncccssary if the hcliport is to eccommodate performanc e
cnss 1 bclicopte rs (sec Figure 3-9).
3-1 .2.11 For heliports used by performance clese 2 and 3
hel ícoprers, n ts intended th at appro ach palh s bc selec red 50
as to permit safe forccd lan dings or one-engtnc-ínoperaríve
landings such that, as a minimum requirement, injury to
persom on lhe ground or water or damage to property are
mínínuzed. Provísíons for forced landlng areas are expec tcd
to minimiz e rísk of injur y lo lhe occupants of the helicoprer,
lhe most criticai heliccpter type for which thc hcliport is
inteoded and lhe ambicnl condínons wü r be tectors in
de lermining lhe suitabilíty of such áreas.
3.1.3 Transitional surface
3.1.3.1 General
3.1.3.1. 1 Thc rc are nu merous reasons why a pilot wou ld
be obliged to dísco utlnue an approach and to earry out a
missed approach procedure prior to making anothcr attcmpt.
In visual mct corological condníons a missed approacb
would 001 present a problem sínce a puc r could see and
manocu vre to avo id any obs racles in the intended t1.ight
path, In !Me. howcvcr, lhe pilo! is less likely to be able ro
see lhe obs lacle s and lhe misscd approach could become a
hazardouli manoeuvre.
3,1.3.1.2 For lhe safety of a helicopler which becomes
dh'rlaced flOm lhe eentre line while execu ting lhe missc:d
appr oach procedure in Il\;fC , a tran"ititlnat "llrf at:e rnusl be
providcd. altho ugh it is nol a ncccssilY under
non·instrument ( visual) conditions.
3.1.3.2 lN.fCriptiOll_ A complex surfacc 1lI0tlg Ibe side of
lhe safety area and part of lhe ~ide uf lhe lIpproach surface,
lhal slopes upwards and outwards to the inner horizontal
surfllCc, or to li pre--determined heighl (sce Figure 3-1).
3.1.3.3 Chamcterulu.·~,. Thl;: limits uf a transitional surface
shal1 eomprise:
a) a lo wer edgc bcginning at the inlersection of the
sitlc of lhe approaeh arca with lhe Jnl'ler honzontal
surface, or beginning at a specified he ighl abo ve lhe
lowo:f edg e wben ao inner horiZonlal surf ace is not
prov lded, and extending do.....n lhe side of lhe
approach surface to lhe inner edge of lhe approaeh
s urface and from there along lhe Jength of lhe side
of the safety arca parallel to the centr e line of the
fATO; and
26
b) en uppcr cdgc locatcd in the plane cf lhe inncr
horizontal surface, ar at a specified height above the
lower edge when an inner horizontal surtacc is not
prcvided.
3.1.3.4 The eíevatíon of a point on the lower edge shall
be:
a) along the sidc of thc approach surrace - equal to
lhe e levation of lhe appr oacb surface aI lha! poin t;
,nd
h) along lhe safety arca - equal to lhe elevatíon of
lhe centre line of lhe FATO opposite thet point.
3.1.3 .5 As a rcsul t of b) above, the trans itional surface
along lhe safety arca will be curved ir lhe profi le of lhe
FATO is curved, OI a plane ir lhe profil e ís a straight tine.
The intersection of lhe transitional surface with lhe inner
horizontal surfacc, or upper edge when an inner horizontal
surface ís nol provided, will also be a curvcd ar a stra ight
line depending ou lhe profile of the .FATO.
3.1.3.6 The slope of lhe transitional surface shall he
measured in a vertical plane at right angjcs to thc centre
Une of the FATO.
3.1.4 Inner horizontal surtace
3.1.4.1 Ma ny non -precision instrument appro ach
procedures require that, at lhe end of tbe appro ach, a
circ ular manoeuvre, or 11 manoeuvrc of some other partem,
be carried out prior to the final landing . These manoeuvres
would, of course, he c arríed o ur visual ly but are
nevertheless regarded as part of lhe non-precision
instrument approa ch procedure and the safety of the
helicopter tbroughout the mano euvre must be prov ided for.
Thu s, where such precederes are required, and if stra ight-in,
nnn-precision instrument approaches are not available at
bo th ends of lhe FATO, an inner horizontal surface sho uld
be provided.
3.1.4.2 Descnption. A circu lar surface located in a
horizontal plane above 11 FATO and its environs (see
Fig ure 3-1).
3.1.4.3 Characteristics. The radíu s of the inner horizontal
surfacc shall be measured from me mid-po int of tte FATO.
3.1.4.4 The height of lhe inner horizontal surfaee shall be
measured from thc elevation of the lowest painl on the
periphery of lhe FATO.
Heliport Manual
3.1.5 Coníceí surface
3.1.5.1 To cnsurc. in conj unotícn with the inner horizontal
surface, safe visual manoeuvring in lhe viciaity of lhe
helíport and in ordcr to fecilitatc practicablc and cfficicnt
instrument approach procederes, a eo nical surface is
requíred.
3. 1.5.2 The conical surfacc also representa the levei above
which consideration should be give n to the control of new
o bstacíe s and the removal or lhe co nspicuous marking and
lighting of exis tlng obstacles.
3.1.5.3 Descriptíon. A surface slop ing upwards and
o utward s from the periphery of the inner horizontal surface,
or outer limit of lhe ttan sitional surfacc if ao inner
horizontal surface ís not provided (scc Figure 3-1).
3. 1.5.4 Characteristics. The limits of the conical surface
shall compríse:
a) a lower edge coinc ident wi th the pcriphcry of the
inner horizontal surface or outer Iimi t of lhe
transiticnal surrace if ao inn er horizontal surface ts
not provided; and
b) an upper edge loc ated at a specifi ed heigh t above
Lhe inner horizontal surface, or c ute r li mit of the
transitioual surrace if ao inner horizon tal surface ís
not pmvided.
3.1.5.5 The slope ofthe conical surface shall be measured
above the horizontal.
3.1.6 Take-off dimb surface
3. 1.6.1 During lhe take-off climb manoeuvre, far more
po wer Is required from thc helicopter engines than ís
requ ired durin g the descem on an approach to the hover or
landing. If, dur ing the take-off or climb phases, one engine
beccmes inoperative, even greater power ís requíred from
lhe remaíníng enginc . However, in many helico pter types,
the single engíne is unable to supply the power req uired to
sustain lhe best rale of c1imb obtai nable witb bolh eng íues
operativo, and 50 a Iower rate of c1imb and lower angle of
climb must be acceptcd .
3.1.6.2 In instrument meteorological condltions, it is also
often ncccssary for a helícopter to accelerate f urther than is
required to achieve its minimum single-engine speed in
order to attain the rcquired speed for flight in IMC
Chaprer 3. Obstacle restrictian and remaval
3.1 .6.3 !vJ a result of tbese factors, píus lhe need to allow
for the more difficuh con trai in handlin g when f1 ying wi th
sole reference to instruments, it is necessary to apply
modi fied dímensíons for the take-off climb surtece
compareu wilh lhe approach surtace.
3.1.6.4 In many ínstences. the presence of pennanem, high
obstacles such as radio masts, buildi ng s or are as af high
ground may preclude lhe provts íon of lhe required take-off
climbfapproach surfaces for a straight tak:e-off climb or
approach for a planned FATO. whereas lhe criteria required
for tbe surfaces would be feasible if a curved flight path
which avcided tbe obst ac1es was establisbed.
3.1.6.5 For lhe same reason, ar perhaps because the
ground bcncath lhe required straigbt surface ís marshy ar
boggy. it may be nece ssary to vary lhe direcríon of the
f1igb t paths over ground which is suitable and provides
suffici ent areas to provide for safe emergency landings to be
carried out by performance class 2 or 3 helícopters.
3. 1.6.6 In selectin g sucb curved flight peths, aod lhey may
require more than one tum in theír total lengtb, earcful
eo nsideration must be gíven to the performance and
handling eh arac teristics of the helicopter, tbe avoidance of
undue discomfort to lhe helicopter passengers and lhe need
to minimize noíse nuisance by avo iding the overflying of
populared arcas.
3.1.6.7 Practical studies nave shown tha t for ao averag e
speed of 60 kt and a bank ang le of 20", helicop ter handling
and passengcr conúort are within acce ptable tolcrances.
The se paramcte rs lead to a radius of rum of 270 In, which
should be regarded as a minimum. Ir one parameter
employed varies. then lhe olher parameter must be
corresp onding ly varied to maintain the radius of tum at no
less tha n thís minimum. Furthermore, it Is considered to be
unõesírabte lo commence a turn after take- off ar complete
atum 00 the final approach below 30 m ( 100 fi) for
performance class 2 ar 3 heücoptcrs or 15 m (50 fi) for
performan ce class 1 helicopters, since the rate of elimb is
redu ced or the rate of descent is increased, as appropriale.
in a tum unless additional po wer i5 applied .
3.1.6.8 It is barel y conceivable tbat a heliport des igned for
tbe use of performance ela ss 1 helicopt ers would not also be
used by pcrfonnanee elass 2 and 3 helicop ters. The refore,
the nonnal minimum heigbt for the eommence-
me ntlcompl etio n of a tum sbould be 30 m (l00 fi) for alI
performance classes of helicopler.
3.1.6 .9 In instrument meteorological conditions it will
almost certai nly 0 01 be po ssible for a pilot to ideotify the
27
boundaríes or centre line of curved take-off climh ar
approach patbs unlcss fulI gu idaoce is pmvided. There fore,
in the abse nce of s ucn guidance, curved take off und
appro ach paths should be restrlcted to non-ínsuurnem
operaucns only.
3.1.6.10 Descriptian: Ao inclined plane, a co mhination of
planes or, when a (um is involved, a complex surface
sloping upwards from the end of the safety area and centred
on a line passing throu gh the centre of the FATO (see
Figure 3- 1).
3. 1.6. II Characteristics. The limits of a take-o ff climb
surface shall comprisec
a) an ínner edge horizontal and equ al in length to lhe
minimum specified width of the FATO plus the
safety arca, perpendicular to lhe centre Iine of the
take-off climb surface end located at the outer edge
of tbe safety area ar c1earw ay;
b) two side edges originating at the ends of lhe ínner
edge and div erging unifonnly at a specified rate
from the vertical plane eon taining lhe centre line of
lhe FATO ; anel
c) an out er edge horizontal and perpendicular to lhe
centre line of tbe take-off el imb surfac e and ai a
specifi ed height above the elevation of rhe FATO.
3.1.6.12 Th e ele vation of the inner edge shall be the
etevanon of lhe sarety arca at the poín t cn the ínner edge
that is intersected by the centre line of lhe take-off climb
sur face exeept tha r when a clearway is prcvided, the
eleva tion shall be equal to the highe st poín t on the gmund
00 the centre line of the clearw ay.
3. 1.6.13 In the case of a straight take-off c1imb surface,
the síope shall be meas ured in the vertical plane contaíní ng
the centre line of the surface.
3. 1.6.14 In lhe case of a take-<;>(f climb surface involving
atum, the surface shall be a comp lex surface con taining tbe
horizontal norma is to its centre line and lhe slope of the
centre line shall be the same as that for a straight take-off
climb surface. That port ion or lhe surface betwee n lhe inner
cdgc and 30 m abo vc thc inncr cdg e shal l be straight.
3.1.6.15 Any variation in lhe direetion of lhe centre 1ine
of a take-off climb surface shall be designed so 3.'1 not to
nece ssilal.e a tum of radi us less than 270 m.
28 Heliport Manual

3.1.7 Obstade-rre e sectorssurtece - helidecb
3.1.7.1 Unlikc a aurfacc-lcvcl ground hcliport, lhe
dírectíons 01' lhe takc-cff climb and approach paths are
likely to be severely restdcted 00 helidecks by lhe
proximity of installation or vcssel structure andIor
cquipmcnt whosc location is esse ntial to lhe efficícnt
primary operaríon of lhe Installauou or vessel.
3.1.7.2 It ís Importam for helicopters landing and taking
off lha! a headwind component is provided, particularly
when considering lhe stronger wind speeds usually
encountered over sea arcas. Therefore, in order to ensure
that some headwind compcnent is pro víded. take-off
c1imbs/approaches must be IDade available over ao are of ai
Ieast 210° .
3.1.83 Descnptíon. A eomplex surface originating at the
reference point for lhe obstacle-free sectcr and extending
ovcr lhe are not eovered by the obsteclc-frcc scctor as
snown in Figures 3-4, 3-5 and 3-6 and within which thc
height of obst acles above lhe levei of lhe FATO will be
prescribed.
3.1.8.4 Characieristícs. The limited obstac le surface shall
not subtend an are grearer tnan a specíüed angle and shall
be suffieient to inelude that area not covere d by tne
obstaclc-frce secror,
3.2 OBSTACLE LfMITATION R EQ UIREMENTS

3.1.7.3 The reference point of origin for the su rface of lhe

3.2.1 Surface lenl heliports
210° sector shall be 00 the periphery of lhe FATO ai a
point 00 lhe centre line of lhe FATO nearest to the
3.2. 1.1 The following obstacle limitation surfaces shall be
onsuctcs. This will províde protection for all parts of a
cstablishcd fur a precision approach FATO:
helicopter in transit to and from lhe FATO. The surfaee
shall extend outw ards for a distance eomp atible with lhe
a) take-off c1irnb surface;
distance req uíred by the most cri tical helicopter lhe helideck
ís íntended to serve, to accele rate to its specified
b) approaeb surface;
one -eagine-inoperative elimb speed after o ne engine
becoming inoperative during or short1y aftcr take-off.
c) transitional surfaccs; and

1 .1.7.4 The surface shall he a horizontal plane levcl with

ti) conieal surface.
the elevation of the helideck except tha t, over an are of 1800
passing through lhe centre of the FATO, the surface shall
he at waler levei, extcnding outwards for a distance 3.2.1.2 The following obs tacle Iímítancn surfaces shall be
compatiblc with lhe takc-off space required for the most established for a non-precísíon approach FATO:
criticai helicopter lhe helidcck ís intcmlcd to serve (see
Figure 3-2). a) take-off climb surface;

b) approach surface;

3.1.8 Limi ted obstade surface - belidecks c) trans itional surfaces: and

3.1.8.1 The dimensions of a FATO on a helideck are d) cocícat surfac e if an inner horizontal surface ís not
dcsigncd to afford the maximum possibl e protection for ali providcd.
parts of a helícopter touching down in lhe centre of a FATO
of minimumrequíred sue. However, cons ideration has also
3.2.1.3 lt is recommended that the following obstacle
to bc given to the protectíon of the main rotor and tail rotor
limitation surraces should be esta blished for a non -precision
blades when manoeuvring to toueh down into wind or w hen
approach FATO:
touehing down furt her inboard tha n lhe centre of the FATO,
while havin g regard to the proximity of items essential to
a) inner horizon tal surface; and
the safe and effici ent operation of the ínstatl auon ar vess el
and to lhe hehdeck .
b) coni cal surtace.

3.1.8.2 A sector is provided, mererore, in wh ich obstacles

may be permtrted. provided the beígtu of lhe obs tacíes ís 3.2.1.4 Th e rouowtng obstacle limitation surfaces shall be
Iímited. estabfished for a uon-insrrument FATO:
Chapser 3. Obssarle restriction und removaí
a) take-off climb surface: and
b) approach surtace.
3.2.1.5 Straight approach surjace fo r non-instrument
FATO
3.2 .1.5.1 To simplify the complexities of the dimensions
of the approach surface, it may be div ided into three
sections. In the firs t section , the later al edge s of the surface
diverge from the dírectíon of the centre Iíne by 10° each
síde for daylight operations and 15" eac h side for nigh t
operations . The increase in div ergence at night is to allow
for the Iac t that any obstecles close tu lhe centre Iíne may
be less readily discernible. The le ngth of this sectíou shall
be 245 In, which will permí t lhe heli copter to avoid unsafe
comhinations of heig ht and aírsp eed whilst accelerating.
3.2.1.5.2 T he wid th of the surtece at lhe cnd of lhe first
section should the n be 49 m plus lhe le ngth of the irmcr
cdge. The slope of the surface up to this po ínt sball be
8 per cent, whích also takes into accouru those
comoí nauons of height and atrspccd to bc avoided.
3.2 .1.5.3 Tbe div ergence for lhe sccond scction shall
continue th e same as for the first scctíon and shall cxtcnd
umil lhe over-all widt h of lhe surtace has reached a
distance, for d.aylight opcratío ns, whieh ís equal to 7 times
the rolor diame ter of the large st he íicop ter for which the
surface is in tended to be used Th is ís consídered lO be ao
auequate width lo enable the helicopter to carry out its
manocuvres lo maínraín lhe centre Iine of approaeh. For lhe
samc rca son as gívcc in 3.2 .1.5.1, Ihis ov er-alt widlh is
íncreased to 10 times lhe rotor diameter for night
operations.
3.2.1.5.4 Having accounted for tho sc combinations of
height and aírspeed to be avoided, lhe slop e of lhe second
sectíon can be increased to 12.5 per cent, lhus pe nnitting
more fiexibility in lhe height to whic b ob stacl es can be
accepted .
3.2.1.5.5 Throughout the third and final secti on, lhe width
of the surface remains constant at lhe 7 or 10 rolOrdiame ter
dimensions, as appropriate, tbus lhe lateral :;ides of the
surface are no longer required to di verge .
3.2.1.5.6 Tbc slope lhruughout this secti on can bc
incrcascd again to 15 per cent and co ntinues until lhe
surface reaches a heigb t of 150 m (500 ft ) ahove lhe
elevalíon of lhe inner edge. At Ihis point, the surface ends
at a borizontal o uler edge, perpendic ular to the centre Hne
of lhe approach surface.
29
3_2_1 .6 Slraighl approach surface f or non-precision
instrument approach FATO
3.2.1.6.1 The inner edge of lhe surface sba1l be lhe same
as for a non-instru menr approa ch FATO ~ xc~pt that, lo
allow for possible Iess prec ise belícopter contra i when
tlying sclely by referen ce to instrumentá, lhe lcngtb of lhe
ínner edge shall be 90 m and shall be Iocated 60 m from
tbe downwind end of lhe FATO.
3.2.1.6.2 The dimensio ne of lhe approach surface are
much Iess complíc ated in this case and can be described
using one section onIy.
3.2. 1.6.3 The lateral side edges sh all diverge from the
dírection of the centre línc by 16 per cem for a total length
along lhe centre line of 2 500 m to the outer edg e. This
permits lhe pilot ample space to settle on the cen tre Iine in
spite of the non-precíse natu re of lhe procedure.
3.2. 1.6.4 The hori zontal outer edge thus has a width of
890 m and tbe slope of the surface ís required to be 3.33
per cent (1:30) througbou t írs 1ength.
3.2.1.7 Straight app roach surface for precisíon
instrument app roach FATO
3.2. 1.7.1 Th e charactensucs and dimension of lhe
horizontal inner edge are exacuy the same as ror a
non -p reci sion ínstrument epp roecb FATO.
3.2.1.7.2 T he characteristics for lhe prec islon appro ach
surface are much more complex lhan for a uon-instrument
approach surface and are best dea lt wi th in two planes,
first1y in plan and secondly in profi le:
a) to allow spacc for thc hclicoptcr pnor to attain tbe
approach ce ntre line an d maintain the approach
heading while nyíng solely by reference to
ínstruments, tne most pracuceme over -au wi dth of
the approach surface is deemed to be 1 800 m;
b) as the helieopter near s the FArO, dire ctiona1
control bcco~s more criticai and so lhe width may
be pro gre ssively reduced. In tIle final stage, as the
helico pter decelerates , its lo w-speed handling
c haracteristics in particular ren der this pa ssible,
e!>pecia11y since by now the helic opter can usually
be flown with referen ce to lhe heliport lighling;
c) to assist in plaoning the appro ach surface, and
be aring in min d the passible pro ximity of ob stacles,
tbis reduction in width is made in two slages
acco rding to lhe heigbt above the elevation af lhe
30
FATO. This netgbt may be variable, cependíng
upon lhe operational procederes setected by the
helicopter operatcr, Therefore, Annex 14,
Volume li, Chapter 4, Table 4-2, specifies (OUI
heights above FATO at whic h lhe dívergence of lhe
sidos of lhe surface wiIl change;
d) the lateral sidc cdgca of lhe surface diverge 00 each
side from the ends of lhe inner edge at 25 per cent
from the direction of lhe centre line to lhe specified
heigbt whicb is a maximum of 30 m ( 100 ft) above
lhe elevation of lhe PATO. From that po ínt the
divergence will be 15 per cent 00 each side until lhe
o ver-all width reaches I 800 m, at which poinr lhe
sídes shall remain parall el to each other unti! a total
dist ance of 10 000 f i is reached; and
e) the surface terminates aí a ho riz ontal outer edge
wh ose length is I 800 m.
3.2.1.7.3 The helicopter has lhe capabilíty to make
approac hcs at a varie ty of angle s of descera even when it ts
being flown scle ly by reference to ínsrruments. This ca n be
of value when lhe envíronment at a parti cular heli port, such
as in a city centre, require s that a steeper than usual
approach be made . However, this capability of lhe
helicopter shou ld not be used by a heliport designer merely
because existing obsrac íe s li mit the aír space available or to
reduce helipo rt rea l esta le. The steeper approaches are
uncomfortable for pilots ftying in IMC condi tions, and
especially so for the helicop ter passengers. Therefore,
whene ver possible, hcliport designers should ptan Ior the
shallower approaeh angles. An approach angle of 3° is
usuaüy the most desirab le approach.
3.2. 1.7.4 In profile, Lhe dímensíons of lhe approach
surface which permir a r approaeh are as follows and are
divided into thrce scc üons:
a) in the fírst section, Lhe slope of the surtace is
2.5 per cent for a horizontal distance of 3 000 m ;
b) in the second sect íon, the stope ís increased lo 3 per
eenL for a further distance of 2 500 tu; and
c) in lhe third and final seclion, the s urfacc remains
levei for 4500 m, giving a distanct' over-all of
IO OOO ITL
3.2.1.7.5 The dimensio ns of the approach surface to
pernút a 6° approach are as follows:
a) in lhe firsl sec lion the slope of lhe sudace is 5 per
cem for a horizontal distance of I 500 m;
Helipvr t Munual
b) in Lhe seccnd secüon the slope ís íncreased to 6 per
cem over a distance of 1 250 m: and
c) for the steeper approach, the helicopter needs a
greater distance lo tecome estah1ished 0 0 lhe cemre
líne before commencing its descem and so the third
sectíon remains levei for a further dis tance of
5 750 m, giving an over-all distance for lhe surf ace
of 8 500 ITL
3.2.1.8 Transitional sutjace
3.2.1.8.1 Thc Iowcr cdgc of the transitional surface shall
be along lhe edges of lhe safety area except that, where lhe
safety area rreets lhe inner edge of tbe approach surface, it
shall extend along lhe sides of lhe approach surface up to
lhe po ints where lhe approach surface and lhe inner
horizontal surfacc, if provi ded, íntersect. If no inner
horizontal surface is provided, then lhe lower edge shall
extend aíong the síões of lhe approach surrace up to a
height of 45 m abo ve thc clcvalion of lhe FATO.
3.2.1.8.2 From the lower eíge, the surface shall síope
upwards a.mI outwards by 20 per cent (l :5) for a
non-prec ísíon approach FATO and by 14.3 per cent (1:7)
for a prec ísíon approach FATO untíj it reaches lhe upper
edge .
3.2.1.8.3 Thc up pe r edge s hall be at a height of 45 m and
in the plane of lhe inner horizontal surface, if provided.
3.2.1.9 lnner horizontal sutjace
An inner horizontal surtace shall be at a heighl Df 45 m
abovc lhe elcvation of lhe lowest point on lhe edges of lhe
FATO. It shall be circular in shape and shall extcnd
outwards for a radíus of 2 000 m centred on the mid-poinl
of lhe FATO.
3.2.1.10 Conical surface
3.2.1.10.1 The lower edge of a conical surtace shall be
coincident with :
a) lhe perimeter of the inner horizontal sudace; or
b) if an inner horizontal surface is nol provided, the
upper edge of the transitional surface.
3.2.1.10.2 From the lower edge , the conical surface shall
slopc upwards and outwards by 20 per cent ( 1:5) until it
reaches a heighl Df 100 m above the eleva tion of the f ATO.
1bus lbe depth Df the surfac e will be 55 IIL
Cbapter 3. Obstacle resmctíon and removal
12.1.1 I Take-off climb surface fo r non-instrumeu
(visual) FATO
3.2. 1. 11. 1 The req ulremen ts forthe inner edge ~hdl be uie
samc as for lhe appro ach surface except lhat lhe inncr cdge
shaH be locared at tbe upwind extremity of the safety eree
or lhe end of lhe clearway, if províded.
3.2.1. 11.2 For performance class 2 and 3 helicopters , the
d ivergence o f tbe lateral sides of the surface in the fust
secno n and the lengtb , outer width anel síope or lhe secnon
sh all be the same as for the epprcecb surf ace, thu s
perml uín g the hclicoptcr to avcid unsafe co mbinations of
height and aírspeed whils t acceleratíng and e1imbing.
3.2.1.11.3 In thc sccond and third sectors the dlvergence
and length of the secrors shall be the same as for the
approach surface, for performance ctass 2 and 3 belícopte rs,
but the slope of the surface ís increased to 15 per cent in
both sect ors.
3.2.1.11.4 For performance cí ess 1 hclicoptcrs, the
dlve rgen ce of the lateral sides in the first secuon ás also
10 per cent for day ope rations and 15 per cem for night
operatíc ns. Th e Icngth of this sec üon is determíned by the
distance requited for the sides to diverge to an cver-en
width of 7 roror di ameters for day operauon s and 10 rotor
diamete n: for night o peratio ns. The dimension of one rotor
díarreter shall be lhe diameter of lhe largest rotor of lhe
helicopters for which lhe FATO is inteaded.
3.2. 1.11.5 To allow for the on c-engine-inoperati'fe
performance requiremenls of performance dass 1
heHcopters. the slope of lhe surface shall be a maximum of
4..5 per cento It is pointed out that this slope of the surfacc
ma y exceed lhe maximum mass ooe-e ngine-inoper ative
climb gradient of lhe helicop ter but is selected as a rcali stic
co mpromise for belipon planning belween hclicopter
performance req uirements and the obstac1e envirorunent. In
such cases. operalional limitations will need to be imposed
on helicopter opera tions.
3.2.1. 11.6 In lhe sorond and final SectiOll.for perfonnance
elass 1 hclieoptcrs . lhe sides of the surbce remain at a
constant dislance florn each other parallel lo lhe centre line
of lhe surface. Tbe slope rernain s at 4.5 per cenl uotU lhe
surface reaches a he igbt of 150 m above the e1evation of the
inoer edge .
3.2.1.12 Take,oJ! climb surface f or instrument FATO
3.2. 1.12. 1 The origin of fhe tak.e-off climb surface l;hall be
an inner edg e wbic b sball be horizontal and whose length
is 90 Dl perpendicular to the centre line of lhe take-off
31
climb surfacc. Ir shall be located er the upwin d cxtremity of
the safery area or at the end of the heliccptcr clcarway if
one ís provi dcd.
3.2.Ll 2.2 In the first sectlon , lhe lateral sídes lheor
surface diverge from lhe õirectíon of the centr e line by
30 per cent on each stde. The tength of this secnoc is
2 850 m, by which distance lhe sídes of lhe surrace will
have divcrged to gíve an over-all width of 1 800 m,
3.2.Ll2.3 The slope of lhe surface in lhe ârs r sectíoo ís
3.5 per cect and again the ooe-engíne-ínoperen ve climb
grad ient o f SOfre helícopters ma y result in limitatioos be íng
impo sed 00 be íícopter operatíons .
3.2.1.12.4 In the second sec tíon, the sides of lhe surface
remai n parallcl to lhe centre line at a co nstam width of
I 800 m and continue for a length of 1 S 10 m, The slope
remains at 3.5 per cen t for this section.
3.2. 1.12.5 In lhe th ird and final secuon, lhe stce s remain
parallel, 1 800 m apart . The length of this sectíon ís
7 640 m bur lhe slope is reduced to 2 per cent onty. The
reeson for this reduction in slopc o vcr lhis scctiou is that
the funher one goes from lhe fATO , lhe more likely one ís
to eocounter higher, permanem obsrectes. which would be
unseen b y lhe ptlor in IMC and would be ao e x tre me ha zard
to a belic opter nying solely OC mstroments wilh one-engine
inoperative.
3.2.1.13 The slopes of lhe 5urfllces l;hll.lI not be grealer
lhano lUld lhe ir other dimensions not less than lhose
spccified in Figures 3-7 and 3-10 to 3-13 and Table s 3-1 (O
3·4.
3.2 .1.14 New objeets or extens ions of existing objects
shall nOl be permitted above aay of lhe surfac es in 3. 2.1.1
to 3.2. 1.4 except when, in the opinion of the appropria te
authority, lhe new objec t or extension would be shielded by
an ex isting immovable objec t.
3.2. 1.15 Existing objects abo ve any of lhe surfaces in
3.2. 1.1 to 3.2. 1.4 above should, as far as praclicable, be
removed except when, in lhe opini on of lhe appropriate
authority, lhe object is shielded by ao existing inunovable
object or afier aeronautical study it is determined Ibat the
objec t would not adve~ely affeet lhe safety or significantly
aff~ the regularity of operat ions of helicopteu .
3.2.1. 16 A surface levei heliport shalJ have at least two
take-off climb and approach surfaces, SCplU"ll.ted by not les s
than 150".
32
3.2.1.17 The nu mber and oríenu uoc or takc-off climb and
appma ch sertaces shoi no be such Ihar lhe us ah ility racmr of
a hclipcrt is norle ss than 95 per cent fo r lhe hel icopters lhe
heljport ís intended lo serve.
3.1.1 Elevuted heliports
3.2 .2. 1 The ubs tecle hmi retio u rcquírements for elevated
heliports shall bc the same as lhe req uirements for surface
lev cl gro und bel íports, díscussed in lhe preceding
para graph s of this chapter.
3.2.2.2 Ali beighl and slope dimensioas shal l be relative
to a datum which sball be a horizontal plane who se
elevation ís lhe e levation of lhe e levated FATO.
3.2.2.3 An etevered heliport shall nave ai teast two
rake-off c1imb and approach surfac es separated by not less
than 150".
3.2.3 Il etldecks 00 offsbore im.1aUülions
3.2.3.1 A helideck shall trave an obstac1e-free secto r and.
whcre nece ssary. li. Iimited c bstaclc sector,
3.2.3.2 Thc obstecle-Iree sector shall compri se an are of
at least 210" wncse Clrigin sh all bc IH any poím o n ee
penpnery of lhe D circ le for singlc main ro tor nenco prer
U!le a r from lhe mid-puin l of tht: inboard edge of lhe lon ger
s ide o f lhe reCtangle for tande m main ro lor heli eup ltT USl: .
3.2.3.3 Thc 2 100 sec tor shall tOlally enclo sc lhe FATO .
3.2.3.4 The surface of lhe 210 0 sec lor shall be a horizon tal
plane leveI wilh lhe elevatian of lhe FATO, exce.pt as gi ven
bel ow thro ugh whic h no obstacle sh all prolrudt: eXI,;t;pl for
item~ e ~nli a l for the ope ralion of lhe helideck . sueh as
ligbting. fite fighting cquipment, etc. Such essential ile ms
mus( be úangible and not exc.eed a beigh l of 25 em above
lhe e1evalion of lhe surfaee.
3.2.3.5 Whil sl these crit eria will ensure lhat DO obstacJes
exist ulwvt' lhe le vei of the FATO in lhe lake.-off
e limb/a ppro ac h area , it is necessary to consider lhe
possihility of lhe hel ieopter losing 100 mueh height during
lhe later st ages of lhe approach or heing unablc to sust ain
lt:vd tliyhl 10 lhe e arly stages after take-off. Acco rdingly,
prolcction should be provided below the levei of lhe FATO
in lhis crilical Sl'Clo r.
Heliport Manual
3.2.3.6 T his proleetion shou ld be pre vided c ver an are of
ai lea st I SO" wi th tts point af origin at lhe ce ntre llf lhe
FATO and whose bisector is lhe extcnded cen tre line o f lhe
FATO.
3.2.3.7 An obsiacle-Iree su rface cuutalued ill lhi ~ ISO" are
sh alJ be a desccnding gra die nt at a rale of o ue unit
borízor uaíty to j units vertieally, commencing ar lhe edges
of lhe helideck. This gradicn r wi1l ano w for lhe unavotdable
pro trusíons of the instalfation structure below lhe helideck .
From the poínts where lhe gra díent reacbes weter levei , lhe
surface shall extend at water levei for a distance compstíbte
with the take-cff spa~ required for lhe mosr cri tic a!
helicopter the belídeck is intended to serve (see Figure 3·3 ).
3.2.3.8 No obstacles shou ld be permnted to protru de
thro ugh lhe surface of this 180° area except that suppor t or
maintenance vessets essential lo lhe ope ration of the
tnsuneuoo or vesset may bc aecepted b ut snan be cc nflned
to within an are sub tcnded from the centre o f lhe FATO nul
c xcccdíng 30 °.
3.2.3.9 Th e limited obstacle sector shall contain a surface
wnose orígín is lhe referencc poí nt of the surface of lhe
nbs tacle- free sector and which subtends lhe are not cov ered
hy the obslacle -free sect or, that is, a maximum or 150°. T he
surrace sha.ll extend for a dístence from the centre of the
FATO of~
a) for singlc-maín-ro tor and síde-b y-sidc twín rorc r
hehcopters, 0.62 times lhe o ver-eu le ngth of lhe
Iergesr hclicoptcr for whích lhe FATO is in lendcd
(0.62D) at a heígbt above lhe el everíon of thc
FATO of O.05D and then ce risin g aI a grllJ ien t of
one uni t vertically for cach two uni ts hori 7.ontall y
(1 ~2) to an over-all distance of 0.830 from lhe
centre of the FATO ;
b) for omn id irec tional 0 PCIlitiOns by tandem-main-rolor
hclicopters, 0.620 at lhe c1evalion of lhe FATO,
Ihat is. obs lad e- free and lhcnec to lUl o ver-all
dislance of 0. 83D ai a height of 0.05D ahove lhe
elevation of lhe FATO; and
c) for bi-directional operatiorul by tande m-maln·rotor
heli copters. 0.62D ai a beighl of 1.1 m above lhe
e levatian of lhe FATO.
3.2.3.10 To alIow some ftexibilil y in the location of
essential it ems in the protimity of the FATO. it is permitted
to swing lhe limiled ohstac1c surface by a max ;mum 15° in
eithcr direction when lhe FAro ill (O be used fo r
omnidirectional opc ralions but nol for bl·directional
Opcflllio ns by landem-main -rolor helicopter~.

C/wprer 3. Obnacíe restríct íon and removal
3.2.3.11 The configurations of lhe limitcd obstaclc
surraces are illustrated in Figures 3-4, 3-5 and 3-6.
3.2.3.12 No obstacle should bc pcnnittcd to protrudc
throug b these Iimit ed obstacle surfaces. However, if this is
unavoidablc, lhe appropr iatc aulhority may agree to
opcr ations on limited headings or by smaller helico pters
only.
3.2.4 Hetídecks Oh ships
Note.- When hdid ccks, as defined in Chapter 1,
Section 1.5, are provided on ships, the críteria for the
obstacle -free and lim ited obstacle suifaces shall be
precisely lhe same as those applied to helidecks an ojJsJwre
installations.
3.2.4 .1 A midships loconon
3.2.4.1.1 Forward and aft of the FATO shall be two
symmetrícally located sectors each covering ao are of 150 0
with Iheir apcxcs on lhc pcriphery ot the O rcfcrencc círc le
where lhe fore-and-aft line of the ship m ter sec ts lhe
perimeter of lhe reference circle . Wilhin lhe cntire arca
encfosed hy these two sectors, no objects shall be permitted
wh ich rtse above the levei of the FATO except those aids
which are essentíaj to the safe operation of a helicopter.
Suc h ite m s m ust b e frangihl e and not exceed a height of
25 em ahove lhe levei of thc FATO.
3.2.4.1.2 Th is obstacle-Jr ee arc a will provide a safe funnel
over lhe deek of lhe ship for lhe helicopter to approaeh and
take off from lhe FATO or fly through at low levei in the
event of an aborted approach or mislanding.
3.2.4. L3 To provide further protectíon for a helieopter
manoeuvring ove r or in lhe prcximíty of lhe FATO, rísíng
surfaces with gradiente of one unit vertically to 5 uruts
horizontally shall be províded which extend from the enure
0
length of the edges of lhe two 150 sectors. These surfaces
shall each extend for a horizontal distanee equa l to at 1east
lhe diameter of lhe FATO and shall not be penetrated by
any obs Lad e (sec Figure 3-14).
3.2.4 .1.4 This arrangement prov ides for helieopters lO
approach and depart the FATO along two narrow funneIs
only, one on either side alhwart lhe FATO. Such an
arrangement a1so means that, in the even t of a mislanding,
lhe helicopter will be assured of a fly-out palh c1ear of
ohsLructio ns.
~I )
• . "
o'! E H G". 33
r " ,
_o.
3.2.4 .1.5 Dctails of all such amidsh ips non-pllrpose built
heliports wilh the obstacle envíronmeru obtaining snoujd be
submitted to lhe eppropríare avíauon autnority wnc may
wish to impose certain restríctíons before granting clearance
for lhe use of lhe heliport by landing beücopters.
3.2-4.2 Ship's side location
3.2.4.2.1 FIOm lhe fore and aft mid-points of lhe D
referencc círc lc, an arca shall cxtcnd to lhe ship 's rail , the
over-all wídth of w híc h, at lhe sbíp's rail, shall bc a
distance of at least 1.5 time s the diame ter of lhe FATO and
shall be located synunetrieally about lhe athwartships
biseetor of thc reference circle. Within this sector, no objcct
shall be pennitted wbieh rises above lhe Ievel of lhe FATO
except for those aids which are essenüal for lhe safe
operation of lhe heliport. Such item s must be frangible and
not exceed a height of 25 em above lhe leveI of the FATO
(see Figure 3-15).
3.2.4.2.2 The ship's rail must be eollapsed OI lowered
below lhe leveI of the FATO along the entire width at Ieast
of lhe obstacle-free arca during all helieopter manoeuvring
but must be raised into its functional positíon whilsl
passcngcrs are procccding to cmbark or disernbark the
helicopter or when freight is heing loaded or unloaded.
3.2.4.2.3 To protect lhe helicopter during lhe particularly
difficult manoeuvres of sidew ays flight or hovering over the
touehdown polnr whils t still maintaining fore-and-aft station
and eompensating for lhe wind velocity and ship 's forward
mo tíon, a horiwntal surface surrounding lhe FATO and
obs tacle-frcc arcas shall bc providcd. Thia surfacc shall
extend for at least 0.25 times lhe diameter of lhe FATO at
a beigbt of 0.05 times lhe diarnctcr of the O rc fcrcncc
circle. No obstacle shal l be permi tted to penetrate this
surface.
3.2.4.2.4 To afford the greatest po ssible degree of safety
for the helicopter operation it would be ideal if the ship
were to stop for lhe duration of the operatíon. Howe ver this
can be a time--consuming process and most frequently is
ineonvenient and economieally unacceptable. The better
alternative may be for lhe ship to turn into lhe wind.
However, lhe turnlng radius of large ships , e.g.
supcrlank.crs, is so grcat as to make lhe manoeuvre
impractical in many cases and, in some narrow waters. quite
impossible.
3.2.4.2.5 The IIKlst favoured helicopter technique to land
on a sbip's side heliport is for lhe belicopter to fiy
alongside the ship, level with lhe FATO. Then, allow ing for
lhe wind velocity, to maintain lhe same heading and speed
as the ship, at lhe same time to f1y sideways to a position
34 Heliport MMuaI

ebove the FATO. Thís can bc a vcry difficult manocuvre to ovcr lhe ship. This will ensure the grearest degree of safety
e xecute in safety and pre sents a particular hazard to lhe for lhe helicopter rotors. Ideally, lhe ship '5 rail should be
helícopter tall rotor. tangential to lhe periphery or toe D rererence círcíe.

3.2.4.2.6 Even if there Is sufficiem space ou lhe shíp to 3.1. 4.2.7 11 15 pan icularly ímponam, due lo lhe ~hi p's
pmvide a heliport inboard of lhe shi p's side, il ís strongly morton, that the surface of lhe FATO be sld d re.s istant for
desirable that lhe FATO be locared as dose to lhe shíp's helicopters, and lhe heliport as a whole, slip resistam for
sídc as possíb tc to minimize the amount of sideways flight personnel. The provision of a landing net ís also desirable.
Chapter 3. Ob~tude restriction and removei

);\-.. ccnrcer
"l

Transi ti on a l

A Approach

contcar
--..
B

.4.ppr oa eh 'rake-ott cum e

~:\: : :": : : : ~ : T" ,;Hooal~O",chO"'~:t: : : , : , )~:: : : : 'I:.!

FATO Sect ion A-A '--- Heucopter elea rw ay

Approach 'r rens mone t

?:i'i,:::::,::::::::.. :.::~~::,:,;: ;~~:::: : :g:di~:ii,'::::': : :i!r

'---FATO
secucn B·B

Note.- tne figure shows the otxnec te Iimit ati on surfaces at a heliport
with a non-orectüon app roach FATO and a clearway.

Figure 3·1. Obstade limitation surrares

5ó Heliport Man ual

210" sec t cr

Atternattve pceiüons on lh e
pertpn ery ano swinging l he wnore
sectcr ± 15 0 lrom tna t snown may
be used in sa tls rvino reuutrements

PLA N

Landing area rever

/ / I I \ \ \
5:1 Fall ing gr adi ent

Wal er levei
210 0 secto r

1800 sector

PROFIL E
Wit hin 210 0 sector
Landing area no obj ect s aoove Ihi s une

,,, ,,,
, ,
No lixed obst acre ,, Are a in wh ich , No fi xed obs tac le
between t hese
unes in 1800
, rig structure
is perm illed
,, belween tn ese
fines in 180 0
J t.
eec t c r
,, in 180 0 eector sector

, '
"TT -- -TT "
I I I I ~

i I I I I -n
~.
Q

s
" Q
I I I I s
J I I I I ~

I I
I I
I I
I I
\
I
Wa le r levei Wal er levei

Figure 3·2. Heüdeck obstade-tree seetor

Chapter J. Obstack restriction and remollal 17

llke-ofl space lt<luireG

A. Paint at which DOe engine becomes inoperative and eecuíon is made to

continue or rejecttake-olf.

B. Point by whichone-engine inoperative speed ls attained,

C. Point by wntch helicopterhas accelerated anel climbed on one ençine

to a mlnlmurn heightDf 10.7 m (35 ft) above water level.

Figure 3-3. Take-oR' spece req ulred

38 Helipart MCVll4a/

150° se ctor [A lt ern allve

oosnrons c n IM perlpn ery
:md s wlnging lhe wh o lil
sectcr ;!; '5° trom Ih3! shown
ma v be used in :sat is ly ing
requuemenrs)

t
Obs tacle Iree

F ina l a pproach an d oeeteeree limtted

take-ott area to 1:2 ercce

A A

~ Q

- -g• - - - - --1\
~
~
o
ocetecree limited
lo 0.05 O

o ;:; Heucocter rarcest cver-eu r nrnenston

o osta cre free

_ _ __ 1-: _ _ O.62~830~_
Sec tton AA

Io' gu n' 3-4. Helided obstade limitation secters

Si~e-maiD-rotor aod síde-by-síde twio rotor hclicopters
Chapter 3. Obstacle renrictíon and remova; 19

150" secto r (Alternative

oosttíons 0 0 lh e periphery
and swin gi ng the wh o lF'
sector :!: 15" from Iha l sh own
may be used in sati sfying
re qcíreme ntsj

I
Obstacle Iree

Fina l approa ch and

taxe-cu area

A A

~
.e
- g - - -- - -j\
li
O
ooetecree li mi ted
l o 0.05 D

D = Hencc cter largest over.eu dtmenslcn

Obstac le free

{
t
[~--0.62 o-
0.83 0
.~
- ...
-

- - - -- -
Section AA

F'J.gUn 3-5. Hdideck obstade limitatiOD sectoes

Tandem-main -rotor h dieopten - Omnidirectional operatioDS
40 Heliporr Manual

I
Obslacle free

~---- O .75 0- - +- ->1 150 0 eec tor

(No a lt ernat iva
positl on 18
anoweoj
Final approac h and
take-ott área

La ndlnq dtrectton

~ - --
A
0.9 O

-
e
~ --t-----l
t
Land ing duec ttcn
oestec tes umueo
to 1.1 m

"
Õ

oostacre free

o = Henccoter larges! cver-au cnmensron

r--- 0•62 D

I Er/221
Sect ic n A-A

Figure 3-6. Heüdeck obstade limitation sectcrs

Tendem-mata-reter bcncoprer s - 8i-directionaJ operanoes
Chaptcr J. Obstacle ratriaion and removol 41

Fina l appro ac h ano

take-ott area {FATO) r Saf e!y area
c.:.

J
Take-ott c limbl
eccrcacn surrace
"
snaoeo area lo trave sam e
c harac teri stic s as eetet v area

A. Circu lar llnal ap proach and teke-ott aree

(straighl approa ch -d epart ure)

Take-ott cli mbl

eccrcecn surface

Sh aded area to have seme

cnare cter tsuc s as sal ety araa
r ~iL-..-J
FATO FATO
S ate ty Satety
area ar ea

8. Squared fina l ap pr oach a nd take-ott ar ea

(sl raighf approa cn-de parture)

Fina! appr oe ctvt ake-ot t area

•
~
-o
•
•
c
c

Satety area Inner gate

Ou ter gate

c. Squ ared f inal approa ch an d taxe-cu area

{c u rved a pproac h-depart urej

Final w ld l h

Figu re 3·7. 'Iakc -eff d imbhlpproach su rfllce (non-instrumen t I'I\TO)

42 Heliport Manual

Shaded aru to tine n.me

cnaracterntcs as saletyarea

"

\\
••
cenne llne i' Gentre line

"/
E ,

,/
-'
/
0
.-0 - -

-~

Safety area
FATO

Figure 3-R. Ta ke-off dimblapproach liurfaces

(lrrcxuJ.ar sbaped Ilun-instrument FATO )
Chapter 3. Obslacle restriction an.d remo val 43

Take.-ofl elimbl
aptlroach surface

FATO /~/

r--~r-~~~,).,l.l:~~----,(/
·--·v ----· CIl

"
/ / ,.,\
- - -- ,-f - ---.-+\,. - - -I
t i

\. //

......
Minimum angular diflelence between
direçtions oflake·ofl climbl
approactlSurtaces 1650

Figure 3-9. Take-4Jff d imblapproacb surfaces

(larger than minimum speciâ ed nOD-instru~nt FATO)
44 Heliport Manlfal

PLAN

90m

I - - - Exte nde d c entre line,- --j...,

I •o
-e
1800 m
•
~
o•

1--- - 2 850 m--l~------- 9150 m

-- ~~I
1305 m

, 1 ~ I
l.
I
.1

Ftguee 3-10. TlIke-olTdimh surface for ill.dl'ument FAro

Cnapter 3. Obstacle restrictíon and removal 45

PLAN

SO m
\ •
\. 15%
Q

-••
~

~ 25% !
' 800 m O
3
-/ - Exte nded centre lin e

10000 m .1
PROFILE - 30 aocroacn I \ Horizontal
3
3"I· t\ .33. )

~~
!
2<:'% (\:40)
1r m

I. 30UO m 2500 m 4500m ----1

PROFllE - 6 0 approac h
Ho rizonta l

1----1 500 m -~""'-1 250 m_ I-oc- - - - - - - - 5750 m

Figure 3·1t. A p p roach surface ror precision approach FATO

46 Heliport MaIl /l.al

890 m
Extenced cent re une

PROFllE

$
",'lo"'" 1 ~ ~m

~
I. 2500m .1

."iJl:ure ~ll. Apprmu:b suríece (or non-predsioD approach FATO

Chapler J . Obslack restrictíon and removal .7

c c ntcat surt ace

5% {1:20j
rr anstuonar surtace
14.3 % (1.7)

saretv
erea

~315 m ~
1 - - -1 100 m- _ +--- - - - - - - -4 000 m-- - -- - -- l
Non-orecrsron aocrcacn (end profi les)

Tran sitional eurtace

14.3 % (1:7)
ccmc at surfac e ---
5% (1:20)
Safely
alea

315 m "'~--- 1 1oo m--~'"

A llern a live wtlen no In n e r h ori zont a l s u rf ace i s p rov i ded

Prec tetc n eccrcec n (end profiles)

Figure 3-13. Trlln...ldonal, looer horizontal and

conical obmr.c1e Iimitation _ Maces
48 He1iport Manual

Lim ited obatecre obstacrerree eector Limiled obstacte

sector sector

<,
<,

g: g: _ _ "A-.t "-
o o
/
/
/
,,-- 0'---\ /
J

PLA N VIEW

D = Helicopter larges! over-all ctmenston

se cno n A-A

Figure 3-14. Midship non-pur pose built heliport obstacle limitation surtaces
Chapter 3. Obstacle restríction and removal 49

Limiled ob st acte se cto r

maximu m netnnr 0.05 O

Fina l approac n and take-ofl area

0.5 O

~------- 1 .5 D -------~_
• •
Obstacle-t ree secto r

o uenccpter rercest ovor.an dimens ion

Figure 3 · 15 . Sbips-si de no n- pu rpose built heliporl

obstacle Iimita tiOD surfaces
50 Heliport Manual

Table 3- 1. Dímcnsíons and slcpes of obstac íe Iímitation surtaces

NON-lNSlRUMENT AND NON-PRECISION FAro

Non-instrument (visual) FATO Non.precision

(iNtrvment
Helicopter performance class approach)
Su.tface and dimc nsions 12 3 FATO

APPROACH SURFACE
Width cr ínner edge Width of safe ty area Widt h or safety area
Loc ation of irmcr cdge Boundary Boundary

P írst section
Divergence day 10% 10% 10% 16%
night 15% 15% 15%
Length day 24~ m" 245 m" 245 m" 2500 m
night 245 m" 245 m' 245 m"
Ou ter width day 49 m~ 49 m" 49 m" 890m
night 7 3.5 m" 73.5 m" 7 3.5 m"
Slope {max imarn) 8%' 8%' 8%' 3.33%

Second section
Divergence day 10% 10% 10%
night 15% 15% 15%
Length day , e e
, ,
Outer wid th
nighl
day ,, ,
e

,
,
,
night
Slope (ma ximu m) 12.5% 125 % 12.5%

Tlurd sectíon
Diverge nce p arallel parallel parallel

,•
Length day e e
nigbt , ,
, , ,
Outer width day
nlgh l , , ,
Slope (maximu m) 15% 15% 15%

INNER HORIZONTAL
Heígm 45 m
Radiu s 2000 m

CONICAL
Slope 5%
He ig h t 55 m

TRANSITIONAL
Slope 20%
Heigh l 45 m

a o S lopc' alld leqgth tlI ablu belioopl trs to dl:celcr. te fOl landiDg while ólVQidi ng un.ufe oombinalioM cf hei glu and aiu peed.
b. The widÜl of lhe illller edge ~I..J I be added te !bis dime... iOll.
c, Dd , rmincd by lhe di$lancc from lhe IIlIIM edge to Úlil point wbere Ibe divergence peoduees :lo widlh o( 7 roux diólmeltff fc. <b)' ..,....u ' ;"n.
'" 10 ........ di.." ......... fOI D.i~ 1 operaú""".
d. Se ~en JOl« ' díamelera cvee-all width Ice d ay operatiODS or 10 mlor diameter.: over-all widlh fOI" nighl operatioM.
e. Dclermmed by tbe dJmnce fro m ibtICted gt to wherc lhe approach stUÍlICe reache s a beighi cl 1.50 w ilbo"" lh e e1ev.uioo 01 lhe i llDer edl!e.
Chapter J. Obslack rrst n'CrWfl ond removal 51

Tabie 3-2. Dtrrensíons and slopes of obs tacle tím neuon surface s

INSTRUMENT (PRECISIO:-l APPROACH ) FATO

s : appmnrh fjDapproar h

Height abo ve FA.ro H~i8h, above FATO

90m 60m 45 m 30m 90 m 60 m 45 m 30m
SlltfOU and dj~flsi,flfu (300 ft) (200 ft) (150 ft) (100ft ) (300ft) (200 ft) (150ft) (100ft)

APP ROAC H SURFACE

Length of inncr edg e 90m 90m 90 m 90m 90m 90m 90m 90m

Distauce from end of fATO 60m 60 m 60 m 60m 60m 60m 60 m 60m

Dívergeoce each side to

beight atove fATO 2.5% 2.5% 2.5% 2.5% 2.5% 2.5% 2.5% 2.5%

Distance 10 beight above FATO 1745 m I 163 m 872 m 581 m 870 m 580 m 435 m 290 m

Widlh et beighl above FATO 962 m 671 m 526 m '80 m 521 m ' 80 m 3075 m 235 m

Dívergence lo parallel sectioo 15% 15% 15% 15% 15% 15% 15% 15%

Dn tence 10 pual1el 5eÇ tiOD 2793 m 3763 m 4 246 m 4733 m 4250 m 4 733 m 4975 m 5 217 m

Width of parallel sectíon 18<lO m 18<lOm 1 8<lO m 1 800 m 1800 m 1 8<lO m 1 8<lO m 1 8<lOm

Dennce to ccter edge 5462 m 5074 m 4882 m 4 686 m 3380 m 3 Hl7 m J 090 m 2 993 m

Width ai outcr cdgc 1 800 m 1800 m 1 800 m 1 800 m 1 8<lO m 1800 m 1 800 m 1 ROO m

Stope of flUi s co.; lioll 2.5% 2.5% 2.5% 2.5% ,.. ,% ,% ,.

(1'40) (1'40) ( 1:40) (1,40) ( j, 20) ( 1:20) ( 1'2 0) (1 :20)

Length of first scc tíc n J 000 m '000 m '000 m J OOO m 1 500 m 1 SOO m 1 500 m 1 500 m

Sjope of secoad sectío n 3% 3% 3% 3% 6% 6% 6% 6%

(1,33.3) ( H 3.3) ( H 3.3) ( U 3.3) ( U 6.66) ( 1' 16.66) (1, '6.66) ( U6.66)

Length of 5«:000 section 2500 m 2 500 m 2 SOO m 2 SOO m 1 250 m 1 250 m 1250 m I 2.50 m

Total length of s urface 10 000 m IO 000 m IO 000 m 10 000 m 8500 m 8 SOU m g 500 m 8 500 m

CONICAL
Slopc 5% 5% 5% 5% 5" 5% 5% ,..
Height 55 m 55 m 55 m 55m 55 m 55 m 55 m 55 m

TRANSmOXAL
Slope 143% 1 4.3 ~ 14.3'1, 14.3"k 14.3'1b 14.3'\t 14.3lk 14.311·
I I~i8hl: 45 m 45 m 45 m 45 m 45 m 45 m 45 m 45 m
52 Helipon Man ual

Table 3-3. Dímenstons and stopes of obstacle limitation surreces

STRAlGHT TAKE-OlT

Nun-imtrument (visual)
Helicopter performance cíass
Surface and dimensíans 1 2 J Instru mcnt
TAKE-OFF CLIMB

Width o f inner ed ge Wid lh of aafety area 90 m

Lccaüo n o f inner ed ge Houndary OI' cnd of clearway Boundary cr
cnd of cIearway

FirSI section

D ívergence day 10% 10% 10% 30 %

nigh t 15% 15% 15%
length da y a 245 m~ 245 mb 2850 m
n igh t • 245 mb 245 mb
Outer wi dth da, , 49 md 49 m~ 1800 m
night c 73.5 md 73.5 md
Slope (maximum) 4 .5%* 8%' 8%' 3.5%

Second section

Divcrgcnce d. y parallel 10% 10% parallel

nigh t parallel 15% 15%
,
Length day
, • • 1 510 m
night • •
Oute r w id th day , , 1800 m
nigbt , e e

Slope (maxtmum) 4.5%" 15% 15% 3.5%·

Third sectíon

D ívergence paralle l paral lcl parallel

Length day , • 7640 m
night e

Outcr width day c , 1 800 m

nighr , c

Slopc (maximum) 15% 15% 2%

l. Detennined by lh e dinance from lhe inn er edge to ure point where lhe divergence produ ces a width of 7 rOlor díam eters for day operatious OI"
10 rotor diameters for eight opcretions.
.. . e r-e- - '" · · - e .... r-...... . >"- ' ~ - "1~ '- ' -,.>. ~ - ~'_ 'ft ~ _ _l _ ... _ ~d .. I ; ""),, _ )';1.. ........ <1;._ u .....I . ........ ),; n ~ . ; <m . nf \,.,oi .. '" an <l .i............l
c. SC."1l . uI... di41uctefs o~r·al l width fO{ day optratiOD.S OC 10 rotOl" dian k'lllU ows alI widrh for niglu ope ratio... .
d. n~ width cf the inae r eoI,c shAl l bc added lo Ihis dimcns jOll.
C, Determmed by lhe rli ~lancc from lhe inner crlsc to wherc thc surface reaches I height of 150 m acove Ihc c lcn tion uf lhe rener edge.

.. nu• •1'l'" """..,,<1.< Ih.! muimum mass ouc-cn gjne-inorerarive dimb Ij.radient of many helic optcrs which are curremly operating.
C1wpler J. Ob~flJde restriction IJTld removal 5]

Table 3-4. Criteria for curved take-off climb/approach arcA

NON ~ IN STR UMENT FINAL APPROACII ANO TAKE-OI1'

Faâ /iry Rtqui" mt Tll

Duccuonat change As reqcuec (120" rn.ax).

Rad íus uf rum un cerure Iine Not leu than 270 In.

Distance lO inner gale· <a) For performance ctass 1 helicopters - uot

Iess than 305 m Irom lhe cnd of lhe safety
area or beuccçter c1e.uway.

(b) For performance dus 2 and 3 belicoprers

-c- norless lhan 370 m from the eod of tbe
FATO.

W\dth of inner gate - day W,dth of the inner edge ptus 2()11> of
dístance to inner gate .

- nighl Width of lhe inner edge plus 30% oC

di staoee to inner gale.

Wldth of ourer gare - day W,dth of inner edge plus 20% af díst ance to
ínner gate out to mininJJm width of 7 reter díameters.

- night Widili ot inner edg c plus 30% of distance to

inner gale out to e minimum widlh of 10 rotor
diameters.

I:.l cv ation of tnoer and ourer Determmed by the distancc from lhe inncr
líC il lcs edge and lhe deslgnatcd gracJic nt( lI).

Sjcpes As gívcn in Tables 3-1 umI3-3.

Dlvcrgcnce As g íven in Tahles 3- 1 and 3·3.

Torallength of arca As given in Tablcs 3- 1 and 3·3.

nu s is lhe miwmum distance required prior lO iniliatins a IUI1l afte!" r.h-df ~ cornpI eting
tunI ÍIl lhe fiul ~.
oi

Nou.- .'-'0" rhnn one tum nuzy be necessarr in lh~ total ft'1l gth of rhe rale-ufJ
cIimblapp roach a rea: The same criteria ",ill appIy for ('t1clt subn-queJft tur1l excep r that t1l('
wldlJu of Ihi' ínner anâ ourer gases "" U nunnaIly IH thl' masímum 't'.-idrh oI rhe arca.
 Chapter 4
WINCHING AREAS AND UNDERSLUNG LOAD
OPERATING AREAS ON SHIPS
4.1 WINCHIN G ARRAS
4.1 .1 Certa in types of ships are unahle 10 provide thc
spacc a r obsucte limitatioo surfaces required to prc víde
c1thcr a bdideck OI" a heli pott whílst still requíríng
bcliccptcr support, Therefore lhey must resort to lhe
prc vision of an lre.1I for winching opera tíces only. Due lO
lhe Srup'l motion. n eecorres a difficult bandling
maooeuvre for lhe pilot to mainlain statioD whiIst winching
up or oown. lU this reason, lhe winching area ís frequ entl y
provided over a.ccommodation or similar mod ules.
4 .1.2 Tbe winchin/õ are. sbould contaín .. d e u ZODe whicb
shall bc co mpletely Iree o f obalaClcs . It sb.ill ccmpríse a
cucte wbose mamelcr ís oot leu than 5.0 IIL
oi 1.3 Surrounding lhe deu zone shall be a circular
marocu vn ng area wbose over-aü wameter shall be oollell ~
man 30 m. Within tlnll arca, and outsíde lhe clear zone,
obsncles rnay be permitted up to a maximum hcight or
3.0 m above Lhe clcar zone.
4.1.4 The hehcoptcr will nortnally hover approxímatety
3.0 m ebo ve lhe highest obauc te in lhe maroeu vríng area
(see Figure 4- 1).
4.1.5 Tbe Iolíowíng safety precauuoes should be applied:
1) personnel should be kept well clear of any space
immediately beneath lhe operating arca ;
h) u fe means of access to lhe wtncbíng arca sbould be
pro vided from aI lea-'it two opposite sidcs:
..) " n .Joo lll. portholca., sk yllgbt, . çtç,. mu st be closed
in lhe ope raling arca, in iUl immcdill.tc vicinily ando
whcre ll.ppropriat~. 0 0 ali dccks bclow; and
54
d) ali tire and rcscue partíes shonld be deployed well
clear and shenered (rum lhe opera üng Arca. yct
withín ran ge Cor immediate tire fighting or rescue
ucues.
Note.- Because Df tllt IJazardoU! suusre Df
winching operanons and tlr~ difJiclllt handling
cemtrol f or lhe pilol dllM g IM prolongtd hoverillg
171a/1Qt'1lV1l' 1U!Cessary. $Oftry kill be tn hatu:ed if
provís ions are nuuh fo r Mlioopttr landinx
operations in preference lo winclring. WM~T this
ts proaicobte:
4.2 lil'olJERSLUNG LOAD OPERATING AREAS
4.1.1 Gl:ncnJ <:on.~d uatiODS
4.2.1.1 Whcn ao item or cargo cennot rcesonably be
stowed in lhe helicopter cabin area. It must bc ltlung under
lhe helícopter, usually in a suüablc cargo neto and
suspendcd from lhe sling apperatus, provided that lhe
maaimum permined all-up-weigh t Cor the helicopter is not
exceeded, Similarly, lhe floor of lhe cabia may not be
suessed suffíciently lo accepr lhe weighl of a particular
load
4.2.1.2 The belicopter mus be capable of bovering OUI of
grcund ertect with thc: load att.aebed.
4.2.1.3 When the helícopter moves Imo rorward tlight. lbc
10&d may knd to !lwing Core . nd 1ft u d in a lum W swing
ma}' ab o bc side ways . The degroe of swing will depend
larEely on the forward specd and radius of turn. Tbe sv.rings
rnilY he aggravatcd by tb~ shape of lhe IIlung load anel lhe
co mbination of speed, tom and shlpe may well re~llll in the
lond developing into a spín.
 ctxuner 4. Wm ching areas and undersiung íoad operatíng areas on JhilH 55

4.2.1.4 Seveee swinging of thc load can cause thc centre
or gravity of the neuco prer to shifl be yond permitted limits.
In these cjrcumstauces, it nuy be vC'ry dífficuh to damp oul
lhC' swlngs be ícr e comrol of lhe beücoptcr ís Iost.
4.2.1.5 When a ship is to be me amva oesunauon of an
underslu ng load, lhe setected set-down area musl be
sufflciently seong lo support lhe lõad. Ir must be large
enough to accommodetc the load and the handl ing ercw
necessery to arrend it. It musr aleo províde '" suffil::iC:Olly
large, obstac le-free area over which the helicopter can make
its final apprc ach and manoeuvre in lhe hover, teenng ln
mind lhe handling probtems císcussed in 4.2.1.3 100
4.2.1.4.
4.2.1.6 The bandling crew must be ade.quately trained to
handlc, cngege and discngage lhe load and to grve accurete
manhallin g direc tions to the helicopter crew.

NO resmcncn
on obstacle
helght

Stli0'5 qeck
.--.

NorestnctlDn No resueucn
on obstacle on obstacle
he1lltll heillht
56 llelípon Manual

01.2..2 UnderduRK load area selecüon 4.2.3 Opere nng conditíons

4.2.2.1 In view ar lhe considerations given in 4.2.1.1 lo 4.2.3.1 The ship should bc stationary throughout lhe
4.2-1.6, u ts consídcrcd rhat a winching eree 0 0 a ship underslung Ioad opera üon.
would nc r edcquarcty mcet ali lhe requirements for
undersl ung 10M ope-anons. thar ís, n may nor be íarge
4.2.3.2 Tbe ship shoutd head VI nearly mto wind as
cnough, lhe surncc of lhe wínching arei may nc r be
possible except when operatic ns are lo amidships or ship'5
surüc ícnny load bear fng, it 15 umuety lO prov idc lhe
5idr: beliporte when lhe: wind 5hnuld bc '.lU" from the IIhip's
l ho.~c D f lhe ship 'll crcw who
de sired c eerecrc-rrcc lltca3 and
heading , from whichever side: affords lhe hclicopter the best
are normally used to assist winching o peratio ns are unlikely
headwind component.
to be adequare in numbers or training to handle lhe
unuerstung load opcraüo ns.
4.2.3.3 For underslung Ioad cperan ons to amidships or
4.2.2.2 It is concludcd, thcrcfore, that underslung 1000 ship 's síde heliports, lhe ship's rail musr be removed or
opcratíons on ships can cnty be safely carried OU! if the lowered adjacent to the helíport for a distance cf ai teasr lhe
arcas sclected are the shíp's helip ort or helideck, as wídth of lhe obstacle-free and hmíted obstacle sectors where
applicahle. they meet lhe ship's rail.
 Chaptcr 5
VISUAL AIDS
5.1 GENERAL
A hcliport meant for use by day and then onty in good
vísíb íury condüíons w íí í nccd to dtsplay markíngs only. 00
lhe other hand, ir lhe heliport is intended for use by night
or in restricted visibility condíüons by day or night it will
need to be Jighted as well. Th e marking and lighting aids
described in rnis chapter are mose inc1uded in Annex 14,
Volume lI, and have been developed prírnarny to support
non precísíon approacnes and operaríons in visual
meteorolcgical conditions.
5.2 SURFACE LEVEL HELIP ORTS
5.2.1 Indt ca tors
),2.1.1 Wind duectíon indicator: The purpose of the wind
direction Indicaror ís to provide the wind direction and give
an indication 01' wind speed. Each heliport should be
prnvided with at le ast o ne wi nd directiun indicator.
5.2 .1.2 Ao indicatnr shnuld be a truncated cone as show n
in Figure 5-1. 'Ih e cone should bc of cithcr a singlc colour
(white or orang e) or a combination of two colours (orange
and whíte, rcd and whitc or black and white]. 111.e indicaror
should be síred to avold rhe errects of turhutence and should
bc of sufficient siz e lo be visible from behc opte rs üyíog at
a height of 200 m. Where 11 toucbdown aod lift-off arca
may bc subjected to a disturbed ai! âow then additional
small lightweight wind vanes located dose to the area may
prove useful.
5.2.2 Marking aids
5.2_2.1 Tbe following marjdngs/marker will prove usefuj
undcr Ibc eonditions specified for eac b aid at a surfa ce leveI
hellpcrr iJllended for openltion hy day:
57
a) beliport idenlification marking:
b) final approach and take -off area marking or marker;
c) final approach and take-off area designatlon
rnarking:
d) rouchdcwn and lift-off area markíng:
e) aímíng point marking;
o luucbduwn markíng,
g) taxiway marking:
h) air tax iway markers:
i) air transu route markers:
j) heliport name marking: and
k) cbstacle marking.
5.2.2.2 Helipon identification maridng. As lhe narnc
implies, the purpose of the heliport identific ation mar king
is to Idemífy li. helipurt as sucb. This markíng is therefore
provided at all surfacc lcvcl hcliports and gcncrally consísrs
of a letter "H", white in colour. Ao exception to this general
rule is a heliport locared at a hospital whcre the marking
consísts of a Iettcr "H", rcd in colour on a white cross (see
Figure 5-2). Such a change ís considered necessary to
readi ly identify a heliport located at a hospital. The marking
ís locatcd at or near the centre ot the final approach and
take-off area, ar at each end or thc arca when uscd in
conjunction with dcsignation markings as shown in
figure 5·4. The marking is always oriented wit h the cross
arm of the "H" at right angle~ to thc preferred approach
direction. For the dtmensíons of the marstog, rererence
should be mede to Figure 5-2 .
5.2 .2.3 Final approach and take-off area markinglmarker.
Thi!i aid defines the houndary of th e final approach and
 58 Heliport Manual

Figure 5·1. Wind dírectícn indicator ror a Il'Urface levei helipori

r- 3m ---1
T
r- 3m
1 l fL.....1...-
16 m

,.... ;; r-
E
~

- ...
e
••
~ ---..f.--
u.. ; T E
.s
rr
~

"
o

. . L.. ...--_--J 1
0.4 m

FigUR 5·2. Il ellport idl:nti6u.tiuu marking

(Sh ow n with h ospi tal CJ'OSS .IInd ol'Íentation with o m.-tacle se ctor)
Cnapter 5. Visual aids
take.o ff area and is necessary only whcrc lhe extent of thc
area is not sclf cvide nt . Either markin gs ar markers can be
uscd for this purpose (scc Figure 5-3). In cither case, lhe
charactenstícs íncluded in Annex 14, Volume Il, should bc
mel. Thc specíng of lhe markín g/marxer shnuíd never
exceed 50 m for a rectangular area. Addirionally, for a
squ are or rectangular area there sbo uld at least be three
markingslmarkcrs 011 each sidc (including a markmg/markcr
at cach com er). Fo r a circular area thcrc should be ai least
tive marking s/rnarkers wirh a maximu m spacing of 10 rn.
5.2.2.4 Final approach and take-of! area âesígnatíon
markill8' This markíng aid idenu fies a particular final
approach and take -otf area and will nccd to be displayed
only where it is necessary to distinguish one final approach
and take-off area f tom another, The marking shall consist
nf a runway desígn ation marking specified in Annex 14,
Volume I. Chapter 5, supplemeuted by a lcttcr ''H'' IIS in
Figure 5-4.
5.2.2.5 Iouchdo wn and liJl-vJJ area marang. Thls
marking outlines the límits of the touchdo wn and lift-off
area and will nccd to be displayed at a surface level heliport
onJy where the peri~tef of the touchdown and !ift-olTarea
is nol self-evident. The marking shall consist of a
cuntinuous whi le line at least 30 em in widtll. as shown in
Fig ure 5-3_
5.2.2.6 Aiming point marking. An aiming paim marking
will need to be displayed only wbere it is dcsircd that a
pUm make an approach to a particular paim on lhe tinal
approach and take·off Are.1. The mark:ing shall be a.n
e-quilaleral triangle llnd irs dimensions shall bc us sbown in
Figure ~-5. Th e sides of lhe triangle shall be cOmp.Jsed of
cominuous white Iines 1 m in width .
5.2.2.7 Touchdo)'m mmkíng. This marking should he
provided where it is llecl:lssary or dl:lsirable for a helieaptcr
to louch down ar par\.: in a specitic position, for exampte.
tll clear an obstacl~. The marking sh all be a ycllow circlc
witll a.n illller dianwter I:ltjual tu half lhe D value a f lhe
largest helicuptt'r fur whkh lhe maàing is inleodcd ar 6 m
whlchcver is lhe gtclller. ·Ibc line widtb sball be at least
0.5 m.
5.2.2.8 Ta:âway marking. Taxiways rueant for ground
taxiing a f helicopters shou1d be marked in the same maoncr
as a taxiway for aeroplanes (see Annex 14, Volume I.
Chapler 5).
" .2.2.9 A ir taxiway martl1T!. Where ;ur t<lXlW<lY& are
o= ~l<Lblll;hl:d lhi.:ll çl.:nln Iin~s should be marked wilh marki.-T.'I
a~ lhO\l.'Il in fig ure 5·6. Thes e marhrs shall be frangibJe
and locat ed along lhe centre line of lhe air ta~iwll.Y and
59
shall be spaced at intervals of not more lhan 30 m 0 0
straight sectt ons anJ 15 f i 00 curves. Thc surtace of lhe
marxer as vrewed by a puor shall be a rectangte wilh a
hetg ht to wídth mio not greater than 3 to L and have a
mí nimum arca ot l)( ) cmz. The marker shall sbow three
horizontal bands colourcd yellow, grccn and yellow
respccri vcly and shall not exceed 35 em above ground or
snow level.
5.2.2.10 Air transit rouU? marker. wberc air transít roules
are established their centre lines should be marked wnh
markcrs as shcw n in figure 5-7. The merkcrs xhall be
frangihle and located aIong thc centre line of lhe atr transit
ro ute. Thc: ma rkers shall be spa ced at íme rvals c f not more
than 60 m on sueight secüons and 15 f i 00 c ur ves. The
surfacc of lhe marker as viewed b y 11 pilo! m aU be a
rectangle with 11 hcigju to width raco of approxirnarely I to
3 and havc a minimum area of 1 500 crrr'. The marker shall
shcw three vertical bands coloured yellow, green and
yellow respectívely and shall nol exc eed 1 m above ground
or snow level.
5.2.2.11 Helipon nome mari.:ing. A hcliport name marking
shall be providcd and this marl.ing should consist of lhe
naIDe or lhe alphanumcric dc.<;igna lor of lhe heliport as used
in the Rff conununications. The characlen: of the marking
shou1d be nol Icss than 3 f i in height. AI a hclipon whcre
an obstacle sector exists the helipor t name marking shnuld
he localt'd on the obstaclc sidc of the "H" identification
marking as shown in Figure 5- 11.
.5.2.21 2 Oh.uac1R marking. Ali ubs tadcs sbould bc markcd
following the specitications in Annex 14, Volume I.
Chaptl'r ó.
5,2.3 Lighting aids
.5.2.3. 1 The following lightin g aids will prove usc ful under
the cnnditions ~ecified for each aid at a surfacc levei
hcliport intcoocd for opcrations ai night or in rcstriclcd
visibility conditions by day ar night :
a) helipon heaçon;
b) approach lighting system;
c) alignrnent guida.ncc systcm:
d ) approa ch ~I Oflf indicatnr;
c) final Il.ppm ach and lalc-off arca lights;
o aimine point liehting;
 Heíipon ManMal

fl_urt 5--3. MlIlrldng and Ugbdng of

a typlcal surflla levd heUpun

E
M

I I bl'"
Nr
-.j .; I~l .; I~ -

Fi~re 5..... 1111181 approacb ud

talu;-uf[ an. d~iJ;m.tiOD IlUlt"kiu,;
Chaptcr 5. VlS uul aids
g) touchdown and !ift-off area lighting;
h) ta xiway lighting:
i) air taxiway hghüng:
Jl aír transit route Iig hríng ; and
k) obstacle light ing.
Figure 5 8 snows lhe isoc andela diagrame of ligbts meant
for helicop ter ncn-instrument and non-precision approaches.
5.2.3.2 Helipo rt beacon. Wherc long -range visual guidance
ís consídered necessary aOO ís not provide d by other visual
means or where iden tification of lhe heliport ís difficult d ue
to surrounding Iig hts, lhe provision of a heliport beacon is
recommended. The heliport b eaco n shall emit rcp eated
s éries of equispaced short duration whíte flashes in the
formal shown in Figure 5~9 . To ens ure that pilots are no!
da zzled d uring thc fina l stages of lhe approach and 1anding,
brilliancy co ntrol (with 10 per cent and 3 per eent seníngs)
or shielding should be provided. The cffcetive 1ight intensity
distribution of each flash should be as shown in Figure 5-8,
lliustration i .
5.2.3.3 Approach liRfUing syssem. Ao approach Iighting
syst em should be províded at a hcliport wb crc it ís desirable
and practicable to indícate a prcferred approach direction, to
enhance closure rate infonnation to pilots at nighl or to
provide approach guidance for non-precision approaches.
5. 2.3.4 111e app roech lighring system shall be located in
a straight Hne along the preferr ed direction of appro ach. The
Light _ _ --.;.
• •
I.
Hgu n: 5·5, Aiming point marki~ and lighti ~
61
systern basicully co nsiste of 11 row of three Iighte sp uced
uniformly <11 30 1Il iurer vals with a cr ossbar 18 OI in leug ür
at a distance of 90 OI from lhe perimeter of tbe final
appr oach and take-off area. The number of lights along the
row is increased to at least se ven ex tending o ver a dis tance
of 210 OI for non-prccision approachcs and whcrc rhc
ídenüü catíon o f lhe app roach lighting systcm may bc
difficult . T he Iígbts shal! be omni dircctio nal stcady white
lígh ts e xcep t that beyond lhe crossbar either omni dir ection al
steady ar flashing whitc lights IlliIY be used. lhe lighr
dístribution of stead y and flashing lights should be as
indicared in Fig ure 5-8, Illustrations 2 and 1 respec tivel y.
Howe ver, for a non .precision final approach and take-off
area, the intensity of the lights should be íncreased by a
factor of 3. Three different co nâguratio ns of the approach
lighting sysrem are shown in Figure 5-10.
5.2.3.5 VISual alignment gutâance svstem. If sucb a
systcm ís required to be provided , see Section 5 .4 for
guid ance.
5.2.3.6 Approach slope índicator The standard visual
approach slope indicator sysrcms for helicopter operations
are precision approech path indicator (PAPD, abbrc víated
precision approach path indic ator (APAPl) or helicoptcr
approac h path indicator (f IA P!) . O ne of thc sc sysrems
should be provided to serve the approaeh to a heliport,
whether or not lhe neüpon is served by other visual
approach aids or by non.vísual aids, wh ere one or more of
the following conditions e xist espectany at nig ht:
a) obs tacle cíearance. uoíse abatement or trame eo ntrol
procederes require a par ticular slope lo be âcwn:
62
b} lhe environment of lhe heliport provtdes few visual
snrrece cues; and
c) the cnaracten sncs of the helicopter require a
stabilizcd approach.
5 .2.3.7 T he ch aracteristics of lhe PAPI and APAP! light
uní ts shc uld correspond to those specifíed in Annex 14,
Volume I. For funher guidance 0 0 PAPI and APAPI lig ht
uni ts reference sho uld bc made to the Aemdmme nesign
Manual, Pan 4 ~ visual Aids (Doe 9157 ). For guidance 00
llAPI, reference should be made to Scc tion 5.5.
5.2.3.8 Final approach and take-off area lights. These
üg tus are used to delíneate the bo undarics of the final
approach and take-o ff area (see Figure 5 -3 ). Whe re lhe final
approach and take-off area and thc touchdown and Iift-off
area are nearly coincidenlal ir is permissible to omit lhe
final approach and take- off area lights . The lights shall be
fixed omnidirectional lights showing variab!e white. Thc
intensity and heam spread<; of lhe lights shou ld eonfonn to
those in Figure 5-8, Il1ustration 5.
5.2.3.9 Aiming point lighting. Whcn providcd, ao aiming
point lighting sball consist of onmidirectional white Iights.
The Iights are loeated as shown in Figure 5-5 and lhe Iigb t
distribution shou!d be as shown in Figure 5-8, lllnstration 5.
5.2.3.10 Touchdown and lifl-off arca ligming system. Thís
lígh ting system cocststs of une or more of lhe following:
a) pcrimctcr llghts; ar
b) floodHghting; or
c) tumínescent pane! lighting when a) and h) are not
praetic ab1e and final approach and lake- off area
ligbts are available.
5.2.3.11 The perimeter lights shal! be placed along the
edge of lhe area designated for use as lhe touchdowo and
Iift-off area ar within a dislance ar 1.5 m from lhe edge.
Where the touc hdown and !ift-off area is a círcle. lhe
perimeter 1ighls shall be located on straight !ines in a
pat lem which will provide information to pilots on drift
disp1acement. Where it is nol praetieable lo so loeate lhe
lights, Ihey should be even ly spaced around lhe perimelcr
a f lhe area al lhe appropriale interval exee pt mat over a
sector of 45° the lig bts shall be placed at half spacing.
Pcrimctcr lights shall bc uniformly spaced at interv als af not
more than 5 f i and there shall be a mini nrum number of
four Iights 00 each side including a ligh t al t:ach com er. For
circular arcas, thcrc shal! bc a oúnimum of fourtccn lights.
Perimeter lights shall be fixed omnidirectional lights
Hetiport Manual
snowmg yenow, The Iight distribution or perimeter Iíghts
shout d conform to lha! specíüed in Figu re 5-8.
Tllnstrat..ion 6. The perbreter Iíghrs sho uld not exceed a
height or 25 em Of should be ínset when they could
endanger neücoprer operations.
5.2.3.12 Tbe tíoodhgtns sbould ensure ao average
horizontal illurnin anec of at 1east 10 lux wit h a uniformity
ratio or eight to one (average to mnnmumj, meas ured on
lhe surrace of lhe touebdown and lift-off area. Tbe
floodlighu shajl he toc ated so as to avoid glare to p ítots ar
lhe final srages of approach and landing and the
arrangement and aimíng of lhe Iights shall be such that
shadows are kept to a minímum.
5.2.3.13 Lumínescent panel Iighrs shall be placed along
lhe marking desig nating lhe edge of lhe touchdown and
lift-off area . Where thís arca ts a circlc, the panela shall be
loeated 0 0 straight lines círcumscríbing the arca. The
minimum numbcr of panela shall be nine and tbe total
length or panels in li. pattern shal l not be less than 50 per
cent of the lenglh of lhe paucm . Thcre shal l be an odd
numbe r wí rh a minimum numbcr of three panels on eaeh
side of the touehdown and lift-off arca including a paneI at
eaeh comer. The peneis shall be equlspaced with a dístance
be tween adjacent panel euds of not more than 5 f i on each
side of lhe touchdown and Iift-off area . L umínesce nt panels
shall emit yellow light wben tbey are used to defin e lhe
boundary of lhe arca and lhe Iigfn distribution shou1d bc as
shown in figure 5-8 , Illustration 7. The panels shall havc a
minimum width of 6 em and shall not ex lend abovc tbe
surfece by more than 2.5 em.
5.2 .3.14 TlUiway lighting. Taxiways meant for ground
taxiing of helicop ters sho uld be Iighted in the same manner
as a taxiway meant for use by aerop lanes (500 Armex 14,
Volume L Chaptcr 5).
5.2.3. 15 Air tuxiway lighting. Th is lighting is used to mark
the ce ntre lines of air taxiways for operations ai night or in
low visihilily condilions . Air Ia.x.iway lighLing consists of air
taxiway markers inlemally illuminated or rendered
retro -rcílcclívc.
5.2.3.16 Air transit route lighting. This lighting is used to
mark lhe centre !ines of air transit rou les for operations at
night or low visibility conditions. Air transit rou te lighting
consists of air transít route markers inlern al!y illuminated or
rendered retro-reflecti ve_
5.2.3.17 Obstm.3e lighting. An obstacle aI a he!iport sho uld
bc ligbted in lhe samc manner as at an airport; see the
speeifie ation s in Ann ex 14, Volume I, Chapter 6.
Clwp'''' J. VinuJI aidf .,

Figure 5-6. Air taxiway marker

I~ l >I
.-
•
~ -,!"
lO
1:
íe
"li. f
>ti.
-'I' "

í-
e

Enmp ll! A [nmple B

Fl~re 5·7. Air tn Ul.'liit route marker

 ~
êtevattcn Elevatlcn Elevat io n

15° 25 cd 15" 250 co-

lO" 250 cd'

«r-
7° 750 cd ' '" 250 c d
'" 2500

6" 350 co 6" 3 500 cd "

4° 1 700 ca: 5° ! 350 ce 5" 3500 co - ste veuon
2112 ° 2500 co-
1'12 °
O'
2500
1 700
co-
co-
'"i
O· ,
250 ce
25 cc '"
O"
2500
250
ce-
co-
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_ 180 ° Azimuth + 1800 _ 180° Azim ulh + 1800 _ 180 0 Aztmuth + 1800
(whlte l igh t) {wh ile Ilg ht ) Iwhl le I lght)
60 ' 55 c c.ms
* Ettectlv e lntenelty • Etfec tlve rnt ensnv

Hlust -atlo n 1 - Hehport bea con ntus tratrc n 2 - APP(:)B!ch lig hl musnenc-r 3 - App roac h lig hl f lashing
st eady b urn i1g 50 cd im l

Ele vatio n
::: I 45 cd lml

Eleval io n 20' 30 cdlm 2

9000cd _ _ _ ~ 30' 30d
6 375cd - -- Efevatlon 30° 10 cc 10° I 15 cdlm ~

3 750 c ~ =i
1 875 cd
375 cd '
,
Az muth 25° 50 co
25" 15 cc
0° I 5 c d lm '

~~ I
20' 25 cd _ 180° Azim uth + 180"
GI" , I /) 20° 100 cd (yel low Il ghl )

R'~ ~2 ' 1 5*
10" 25 cd
375 cd .......J . 10'
tuusnaron 7 - Touchdo wn and utt-cu
1 8 75 C d ~ lO' 5' 15 cc area erec tr c-tumtn escan t pareis
3 750 co 3' 100 cc
6 375 cd -
9 000 co O· 10 co O' 3"
_ 180° Azim uth + 180° _ 180° A2imuth + 1800
(yello w lighl )

Illusl rat io n 4 - HAPI syste m luu sttatlon 5 - Fin al eop roa ch ano luustratlo n 6 - Touc hdown and ~
ta ke-cf erea I,gh l s and
aim ing potnt li ght s
tnt-ctt ar ea pertmete r Ilg hl s
,
~.

~
Figure 5·8. Isocandela diagrams of light.. mcant [er- hcliccpter ncn-lns trument and non- preclsíon eppreaehes ~

) ) )
Cbapte r 5. VISual aids
5.3 ELEVATED HELlPORTS AND
HELID ECKS
Note.:-: The gutdance tn this sectían ts íntenaed f or
elevated heliports. In the case of helidecks, consideraiíon
bas been given only to heí ípons tha t receive frequ enl
operatíons such as oil n gs. jactory ships and reseorch ships
that have specijically desígned and constmcted helidecks.
5.3.1 Indicators
Wind direct íon mdicator: Each elevated hel íport should be
providcd with at leasr one wiod direction índícato r. The
requíreruents in 5.2.1.1 and 5.2.1.2 coucerníng the colour
and loc atioo of wind d irec tion indic ators are also appli cable
to wind direction indi ca tors rce am for use ai elevated
hcliports and belídecks. However. the indic ators may be half
the size of that shown in Figu re 5-1 to accommodate space
limitations at an elevat ed heliport or helid eck. On belidecks
rwo wind direc tion indicators may be need cd because the air
over lhe touchdown and lift-off area may be subjec t to
dist urbe d air ftow. Undetected turbulence on and above a
helideck is a grear ha zard to hel icopt crs . Thi s turbulence
may stem from structures in lhe vicinity of lhe helideck
(nanes, super srructures, power turbln c cxhaust gas , etc.)
which may change the vertical and horiz ontal dírection of
free air flow ovcr lhe helideck, frcm the levei of the deck
up to ar least 15 m above it . In those círcumstances. wind
dírecnon indicators shall be of the larger size (i.e. 2.40 m
long, as shown in Figure 5- 1).
Note.- Th e 15 m p s "re mentum ed above is due lo a
landing techniq ue toking into account the 10s$ of une engine
during lhe landing phase when lhe power demand i.~ usually
Inte nsity
0.8 s
4 ~
•
1_2 s
Fi~url" $·9. H..,liport
65
high. lhe unsuspected presew:e of lIor gases or any cha nge.
in the horizontal or vertical wmd âírection may reance the
available power merg in to an unocceptcbíe valul'.
5.3.2 Marking aid...
The followi ng marking aíds will prove user ut at an eíe vated
helíport or a hel ideck (see Figure 5-11). In mos t instances
lhe aid s are lhe same as those for surface levei hefípons
detailed in Section 5.2 .
a) Heliport identijication ma rking (see 5.2.2.2);
b) Maximum allowable mass marking . Th ís marking
should be displayed where there ís a dan ger of a
helicopter with a ma ss greater rhan the design ma ss
of lhe heliport using the heliport. l he markí ng
should consist of a two-digit n umbc:r Iollowed by a
letter "t" to indicate lhe mass in tonnes, i.e.
1000 kg (soe Figure 5-11) . T he markíng ís Iocared
so as to be visible from the preferred approach
dircction. The s tyle and dimensioná of the numhers
and letters of the mar king should corrcspood to
those shown in Figure 5-1 2:
c) Final approach and take-off area marking or
marker {see 5.2.2.3). Ncrmally such an arca is
coincidental with the touc hdown and ítn-on arca
and is not marked as such;
d) Final approach and lake-of! arca designation
marking (see 5.2.2.4):
e) Touchdo wn and lift-off area marking (see 5.2.2.5):
Flash duration
0.5 - 2.0
millisecond s
0.8 s
~
• •
Time
OOaCOD flash eba racteri m e:s
66 Heupon Manual

Non irstrumem Non lnstrument NonPrecision

fATO FATO fATO
- r-
-
r-:
• •
• •
I)' l-18 m--.j 1--18 nr--.j
-'- • • • • • '- • • • • • • • • • •
sludy buming
- omnidirectiollil
\'AIne lights
~I(,-
210 m ~l~ •
~'"

1
Rashing or
/~ steally burnln; •
omnkllrectloNI
~~
-;:1\'" 't'ofliteliVhIs •
steady buming
;:.~
omnidireclional
white1iOhts ."', - • -

Figu re 5. 10. Tbree difterent conãguratícns of

a n a pproadJ. UWiting syseem

f) To uchdown marking ( ~5 . 2. 2.7). On neücecks, lh e
line w ídth shall be at least 1 m and the in ner
diameter of the circle shull bc hulf the O value of
thc hctidcck or 6 m, whicbever ie lhe greater, On
eteveted hel ip..r b and helid ecks lhe: centre o f lh e
louc hdown marklng should be loca ted at lhe centre
of lhe touchdown and lift-cff area excepr tha! the
marklng may be crrser from lhe an glo of the
obs raclc-frce sectcr by no more than 0. 1 D where
an aeronautical study indic ares such off-setting to be
necessery (see lhe examples in Figure 5-13);
g) Heliport name (scc 5.2.2.11). The
m arkín g
cnaracrers 01 lhe markíng sbould not te less tnen
1.2 m in hcíght and shoutd cons ísr of lhe name ar
the ~phlUlumeric cestgoator of lhe hdipon as usec
in lhe RIf ccmmuuications. Th e colour of lhe
merkíng should provido good contrast with lhe
baccgroum. lhe marnng shculd be readabje by
pno« appn >ALlring lhe eíevatcd beliport ar netídeck:
h) Heíidectc obstacle-free sector ma rking, This marking
índícatcs the origi n of thc obstactc-rree secror, lhe
dírecücns of lhe lIm1ts of lhe sec tor {whic h are
indicatcd by a bla ck chevron 30 em in heigbt) and
the " D" value oi the helideck as shown in
Figul!;: 5-14. "D" ts lhe tergcst oímensíon of me
he lícopter wben lhe rorors are turning. The co iour
ui lhe O value marking should prcvide good
contrast with thc back ground; and
i) Obstacle murl in8 (,..,e 5.2.2.12).
5.3.3 Ughting eíd s
5.3.3.\ Th e following Iíght íng aids will prove useful at an
eteveted hel íport ur at a helirJed. As for marklngs, rnany of
lhe ugnuug aids daailed m secuon õ.z ror surrace levei
heliports ar e suitahle for elevated hc liport s and helidecks:
a) heliport beacon:
h) visual alignmcnt guidance systern;
c) epprcecn stopc indicator;
Cbapter S. Visual aids
d) final approach and take-off erea ligbts;
e) tcuchdown and Iift-off arca lighring: and
1) obstaole ligbting.
5.3.3.2 Heliport beacon (sec 5.2.3.2).
5.3.3.3 Vi'suaI aIignment guídance system. It ís
irnpracticahle lo install an approach lightíng system at an
elevated heliport ar a helideck on account of spaee
limitations. A spec ially desígned system, known as the
visual alignment guidance sys tem, sbould therefore be
installed at ao elevated heliport ar helideck, if tbere is lhe
need to provide alignment guidance. For furtber guidance
on such a systcrn, scc Scetion 5.4.
5.3.3.4 Approachslope tnaicaior syslem. Spacelimitations
at an elevated heliport or a helideck prectude the installation
of a multi-unit system such as lhe PAPI or APAPI. A single
unir índicator, known as lhe HAPI, should be instal led at an
elevated heliport or helideck where there is the need to
provido approach slope guídence visually, The
characreristics of the HAPI shall correspood to rhose
spccíüed in Annex 14, Volume n. Guidance 00 HAP I Iight
units is given in Section 5.5.
5.3 .3.5 Final approach and take-o./f area lights (see
5.2.3.8). Nonnally this area ís coincidental with lhe
touchdown and lift-off arca and is not Iighted.
5.3.3.6 Touchdown onâ lift-offarea lighling synem. Thís
Hghting shall ccnsíst of perimeter lights and floodlighting or
lumíncsccnr panel lighting; or perimeter Hgbts and a
combination of bolh floodlighting aod 1uIlÚnescent panel
lighting.
5.3.3.7 The perimeter lights should be installed as
spt',cified in 5.2 .3.11 except that the lights sbo uld he
instaJ1ed at a spadng af not more than 3 m 00 a helideck,
the lights should be inslalled such that they cannot he seco
from be10w the surface of the helideck .
5.3.3 .8 Hoodlighting aml/ar lllmincsccnt pane l 1ighting
shollld be provided at elevatcd hclipurlli am.! hclidccks lo
provide surface textllre cues within lhe touchdown and
lin·off area . lhese Clles are essential Im ht:licuplcr
positioning during the final approach and landing _
5.3.3 .9 The floodlighting sho uld he adequately shielded to
cnSllrc that lhe SOUTce o f light is not directly vj~jhle to a
pilot aI any stage oI .!a.lliling. The lighting should be
67
desigued to pruvide un average borívorua! tüumtnance of at
Ieast 10 lux with a unitormity ratio of 8 to 1 (avcragc to
minimum}.
5.3.3.10 For some elevated hehports and helidecks, it may
not be possible to achieve lhe uniformity ratio of 8 to 1
ovcr lhe entire surface, given lhe fixrure height limitation of
25 em Dcpcnding upon lhe dtstance aOO angtc of
projection, the centre portlon of the deck may have a
darkened appearance. In this circumstance, a combination of
floodlighting and luminescent lighting may be necessary 10
provide surface rexurrc cucs . For example, an ourcr annular
segmcnt ean be fioodlit and the inner segment can be li!
with Iurninescent panel ligbting.
5.3.3.11 The degree to which lhe floodlighting is
beneficiai to thc pilot is dependem upon lhe rcflcctancc cf
lhe deck surtace. To opümízc lhe performance of thc
flood1ighting system, the deck surface should have high
specular reflectanee characteristics.
5.3.3 .12 Whcn lumíncsccnt panels are uscd on ao elc vatcd
heliport or a hehdcck lo enhance lhe surfece texture cues,
lhe panels should not be placed adjacent to the perímerer
lights. Suitablc Iocarions include around a touchdown
marking where it is provided or coiucident wnh lhe he liport
identíficatíon marking. In tbose locations, lhe panels may
emit colours othcr thao yellow.
5.3.3 .13 Obstacíe lighting. Ohstac1e lighting specified for
airports is also appficahle lo elevated hcüports and
hehdccks. Howcver, whcrc obstaclc lights caunot be
moumeu, n ts permísstble LO noocngm lhe oosracre. The
ftoodlighting shoutd De so designed that it produces a
lumínencc of at tcesr 10 cdlmz.
5.4 VISUAL ALIGNMEl'lriT
GUIDANCE SYS TEM
5,4,1 General
5.4.Ll The visual alignment guidance systcm dcfincd in
Annex 14, Volume lI, Section 5.3.3A, is dcsigncd to give
visual inilications oI lhe WITect traek. nus system is mainly
rceollllllCllUcd whell the ellvironment provides few visual
surIace cues as Ior offshorc opcrations or when ao approach
lightiug sysll:1II l:aIlllut be illstalled (e.g. an elevated
hcliport).
5.4. 1.2 The system provides a minimum of fllrre discrete
signal seclors giving "offsct to fhe righf", "on [[al.:k" aild
"oIIset to lhe It:fl" indications.
68 Helipon Manual

ToucndoWll lnll ~n-olt

~e.I mm il'lg
(while line 30emwide)

Heliportn.amemarking Maximum a.lIowablemass

(any COlaurj ITIiltiog (any colow)

Touchdo'MIand un-ert area Note. - Whefl! !hQfll is .t possibility of Toochoown anil lill-off area
t1oodilOlltJl'lg (horilor:lal coniusioo. , moamun m,S! mllJcing shouJd perimeler ~hts (yelow omni-
IlUmilllfIGeaIleasll0 lwl) directional, 3 m spaciflg l
be umJer!jflf:d.

Figure 5·11. Marking and lj~hti ng of an elevetcd bc:liport

CfJuplc:r 5. Vis ual aids 69

m-z:
ig: - ."'
, N
o
• - •2
! •
•
, -c-
.~
,N

~ 1 -tONo
I
s
. •
~
l· -
~

I
' '''
-
~ . ~

,. 20
,.. - - -~

75
,N

" 75
~ N

' 00
t
75
~ N

---l ~
-,N
~- 2Q~ _3~20
75 ' -___cc;-;-- ~
145

95 --
!
r-

145

NOt9.- Ali umts are exoreesea in cennmetres.

Figure:: 5·12. Form and propordODS of ncm bers and

letter for maximum ll1Iow,Ible mass blarklng
70 Heupon Manual

.!.15·

~ b.stac le heigtrt ~
: hmited tD o.05 0",: "" , .'
0.25 .i:»;
.... ti +, , ;
:+- 0,62 D - li :

.:
FiJtUre 5·13. Location of teuchdown marking
Example A. Centred touchdown marking
Chapter 5. Vl$ual aids 71

210· Obstacle jreesector

oustacre Ileigtll O "'; ( (

limifed lo D.05~&\\
0.25::~:~:::-14-0.40....! ilIII O , 6? O~ !
i . ilIII 0.830 . ~.
;1lI O ~ !
crcss sectcn

Ftau« 5~lJ. LocaUon of toucbdown ml'rkiDK

Eumple B. Olfliet tOlll'h down IIUlrk1nR
 Heliport Mrmuul

Note.- T1w visual alignment guidance system is closety
associated wuh the safety of helicopter opera tions. It ís
constdered desirable to remind U.ff!TJ 0fthÍ.f manua l that tne
svstcm. when installed and used in lhe prescribed man net,
will provida a saJe lateral cíearance[mm obstacíes wnen
on final approach.
5.4 .1.3 The material in this chaptcr is intended to provide
guidance in thc applic ation of A nnex 14, Volume Il ,
Chapter 5, Section 5.3.3A, considcring tbat:
a) visual alignment guidance sy srems of differenr
desígus will be in use; and
b) visual alignment guidance systems will be installed
on he liports or helidecks with widely varying
physical cbaracteristics.
5.4.2.2 The system shall avoid the.use of the same coding
as any associated visual appro ach slope indicator (BAPI,
PAPJ or APAPI).
5.4.2.3 The use of the system shall not significantly
Increase lhe pilot workload and tne sígnat formal must be
unique and ccnsp icuous in alI operational environments.
5.4.3 Layout and setti~ anWe
5.4.3. 1 The visual alignment guidance system sball be
located such tha t a helicop ter is guíded along lhe prescribed
track towards lhe final approach and take-off area and
sboutd be placed at ns do wn w ind edge and aligned along
lhe preferred approacb direction.

5.4.3.2 The system shall be capable or adjustment in

5.4.2 Type of signal
5.4.2_1 The slgnal of the visual alignmcnl guídancc systcm
shall be sucb that there is no possibility of confusion
hetween the systcm and any associated visual approach
slope indicator ar other visu al aids.
azímuth te withín ±5 minutes of are of lhe desired approach
trac k.
5.4 .3.3 Where the lights or lhe system need to be seen as
discrete sources , light units shall be loceted such thar ar the
extremes of lhe system coverage the angle subtended

r-- - - - - -- - -- - - - - - - - - - - 1
,,
I
Obsta cle se c t cr
,,
I

Blaek
I I I
,.----10 em
r - - - ~ ~ - - --l I
I
I
I
I ,
I

I
I I
I I ,
I

I
I
I Touchdown and lift-ofl ,I,

F 2 :,.o
I
: area marki ng Obslacle-free se ctor origin
,, ,,
- -'
\ ),-_ _ Touehdown ano ntt-ott
area marking
~ __ O varua

~';J18
1 cl!oom
60 em

Fígurc 5-104. Heüdeck obstacle-free sector marking

Chapter 5. V~ual aids
between uni ts as seen by lhe pilot shall not be Iess than
3 mínures of arcoThe angle subtended berween light units
of Lhe sysrem .and otner Hghrs of compar able or greater
imensl ty snau arso te nor iess man 3 nun utes c r are. Th is
can be met for lights 00 a line: normal to lhe linc of sight if
Ihey are sep arated by 1 m for every kilomeue of viewíag
range.
5_4__l 4 TIu: di..ergenu: uf tlK:: "ou track " aecu rr of lhe:
syst em snau be I", eimer síde oClhe centre line.
SA.4 Brilliarn.:y
A suíteblc intcnaity control shall be provided so as to allow
adjustmcnr to meet lhe prevailiog conditions and to avoid
dazzling the pi lot during approach and landing. Whc o lhe
systcm is used in conjuncti cn with an approaeh slope
indicator, the intenslty eeuí ngs should be comp atib1e.
5.4.5 Cheracte r lstícs
5.4 .5.1 In lhe event of lhe failure of any cornponenr
affecting lhe !õigna1 format the system shall bc automatícally
switched off.
5.4.5.2 l he light units sha ll be 50 desígoed that deposits
of cond ensauon , ice, dirt, etc ., on opticalIy transmítüng or
reflecting ~urf.ace~ will interfere to lhe leut possible cxtent
with lhe Hght signal and will nor cause spuri ous or false
slgnaís lo be generared.
5 .4. 6 l ni tilll tughC IIL'jpediuD
A Oighl i1ls11l:Climl of <lo lll:W illlotallation is reCQIllIIlC'nded lo
confirm lhe correct opcration of lhe syslem. lbe inspection
Shollkl lm:l11dc cllccks Ot" the divergence of lhe "on trac);."
"cetor. azimulh and vertical co\lcrage. raoge . brillia ney
control and comp atibility with lhe approach slope indicalOJ.
5.4.7 RootiDc lospc cdoD
5.4.7.1 The initial selting will be accomp lished either by
Lhe manufacture r's agent or under striet comp liance with lhe
manufaclurer's installation i n"lructioTL~ . Then:afieT, a
suitab le rou tíne inspe cLíon ~chcdulc sbould be establisbed to
eosure that lhe sysrcm remai ns opcrtl.tionlllly safe.
5.4 .7.2 A rourinc chcck should he made 00 lhe visual
alignmcm guidancc splem to eD:iUre thl1l:
73
a) alllamps are Iigh tcd and illumi natcd cvcnly;
b) no evídence or demage ts app arent;
c) lhe signa l formar iJ> correcr:
d) the optieaUy transmitting or reflecting surfaces are
not cootamioated; and
e) lhe control systems are opereung propeny,
5.4.8 Obstoclc con'iidcratiufL'i
The angle of azimuthal setung of the system shall be suco
tha t d uring an appro ach lhe pilot of a helicopter at the
boundary of lhe "0 0 track " sígnaí wü t cteer alI objects in
lhe approach area by a safe margin. l he characteristícs of
lhe obstecle protection surfacc specified in 5.5. 15.2.
Tahle 5- 1 and Fig ure 5 _19 for visual approa ch indicators
shall eq uaü y apply to the sys tem.
5.4.9 Desceiption or a system used In France
5.4.9. 1 Descríptíon. A visual alignmc:nt guidance system
uscd in France ís illustra ted in Figure 5-15. The system
consista of six pulsing ururs arranged in twc gmups of three
units, each as i ndic ated in Figure 5-15. 011~ gro up is located
0 0 lhe leCl sitie or tne apprcach Iral,;l aUIJ til!: ct ber group on
lhe rigbt side. The sysicm works tl.S follows:
a) whcn 0 0 lhe correc t epproach track, lho: pilot wou ld
see the two ligh t uni ts dcslgnatcd as 3R anc.l 3L.
simultaneously flashin g like a runw ay threshold
identification light specified In Annex 14, Volume I.
Section 5.3.9: aud
b) whcn to lhe left or right of the correc t approach
track, the pilo! would Se.!' threl: lights ftashing one
after anotheT indicatiug lhe dir eclioo of corrcct ion,
for example. IL-+2L-+3L if the pilot were to the
let"t of lhe corroct approach track.
5.4 .9.2 w calwn . The syslem should prefer.a.hly he locatcd
ou lhe do wnwind cdge of lhe [mal approach and lake-off
area as shown in Figure 5-15. The separarion dislllOces
between the light units shall bc as shown in that figure.
Where a hclic opler appm ach path indicator (HAPO is used
in c.onjunction wllh lhe allgnmenl guldanee tiYtilctll. lhe
HAPI sho uld he sited ~hind me .a.lignment gujdancc systelll
and at lhe cen tre or units 3R and 3L. A spacin g of 4 lo 5 m
belwecn light units 3R and 3L mighl prove to be adeq uate
Wh~TC a IIAP! is collocatcd wirh lhe sYilem Whcrc
74 Heliport Manual

suífici ent roem ís availahle, thc HAPI may bc ínsrallcd
<tligna} with lhe units of lhe «ystern aml ai the centre of
umrs 3R and 3L
5.4.9.3 SiRnal formal. The sígn at rormar or lhe visual
alignment guidance systcrn includcs torce discrcrc signal
secrors providing "offset to lhe left" , "ou track" and "offsct
to lhe right" sígne ís as shown bclo w.
5 .5. 1.2 HA PI is a single unit device providing one normal
appro ach path and three dtscrete deviation indicatinns.
Note.r-- Tne helicopter visual app roach pa th indiouor
system is ctosetv assooíateâ with rhe Safery Of neucopter
operauons. It is consiaerc âdesiraõtc to remind uscrs oJthis
manual that the system, when installed and used in lhe
prescribed manner, will províde a safe margin. clear cf ali
obstactes when on fin al approach.

Ojfset to rhe Offser to lhe

5.5. 1.3 The material in th ia chapter is intended to pro vide
Se ctor lelt On track right guídance in the applicatíon of Annex 14, Volume lI,
Chaptcr 5. Secno n 5.3 .4, considering that:
Signal 'Ibree wbite Two white Tbrec wbite
lights f1 ash ing ligbts flashing lights flashing
a) HAPIs of Jifferent designs will be in use; and
in sequec ce together (3R in sequeece
from left to and 3L) from right to
b) HAPIs \ViII be installed on heliports or heJidecks
right (l L, 2L left (I R, 2R
with widely varyí ng physical characteristic-s.
and 3L) and 3R)

5.4.9.4 The "offset sector" flash ch aracte ristics are shown
in Figure 5-16.
5.4.9.5 The system also includes twc additiona l narrow
secto rs providing "sli gbtly offset" signal s. In these "slightly
offset" sectors, the system shows two white lights ftashing
in sequcncc. still indic ating the d.irection of correctiou.
5.5.2 Type of signal
5.5 .21 HAPI is a projector unit prod ucing a light signal,
lhe lower half of wh ich is red and the uppcr half of which
ís green. An occulting devíc e creates at lhe top of lhe green
signal and at the bottom of the red signal , a flashing effect
as sbow n at Figure 5-17.

5.4.9 .6 Seuing o/ lhe rystem. The divergence of lhe 5.5 .2.2 The light distribution of the HAPI in red and green
"00 track" sector or lhe system should be set at 1" as sbown colours should be as ShOWIl in Figure 5-8. lllu stration 4.
in Figure 5- 15. lhe system is generally boused in a casing
similar to that us e d for PAPI.
5.5.3 Equipment specifications

5.4.9.7 Light distribution. The system should have the

5.5.3.1 The transition betwee n lhe adjacent sectors of lhe
same cove rage as envísaged in Annex 14, Volume li, for a
signal should app ear lo an observar at li. dis tance of not Iess
visual slope indicator system meant for helicopter
than 300 m to oce ur witbin a vertical angle of not more
opcralions. T his would c nsurc that a pil ot will nol tose thc
than 3 minut es.
signals of either system when they are used in conjunctíon.
l he light units have a peak intensiry of 15 000 cd.
5.5.3.2 The oceulting devic e shall be 80 des igned tha t, in
case of Iailure, no light will be emitled in lhe Iailed flashing
5.4.9.8 The system prov ídes intensiry setdngs of
sec tor.
100 per cent, 30 per cent and 10 per cent and can be
remotc-cc ntrollcd by lhe pilor from lhe helicopter.
5.5.4 Setting angles

5.5.4.1 Durin g ma nut acture, tbe cen tre of lhe plane of

5.5 HELICOPTER APPROACH
PATII INDICATOR
5.5.1 Gen eral
5.5. 1.1 The helicopter approach pa th indicator (HAPI)
tlefined in Annex 14. Volume 11. Ch apter 5, Section 5 .3.4.
Í>; J I:'>;igued to give visual indications of the desired
approach slope and deviations fiom it.
transitíon between the steady-red and -green signa ls sha11 be
aligned precisely with the unit 's horizontal axis
(Figure 5- 17). lhe unit setti ng angle aod lhe centre of lhe
on-course sector are not lhe same. Th us, the setting angle
shall be related to the red-green boundary (see 5.5.13).
5.5.4.2 A HA PI ~y~tem ~hall be capable of lI.djuslmen t in
elevation to l1DY dcsircd angle helween I" and 12" above lhe
horizontal wi lh ao accl1racy of ±5 minl1tes of are.
Chapter 5. fuual aids 75

fATO

6m
minimum "I
3l 2R

Figure 5-15. Slting of the alignment guidillJK'e system

InteflSity

;( peak intcnsrty FlaSh tluranon

1l 2l 3l 1l 3l 0_9 - 1secontl

.
L_~;:::;;:;:=:;~;:;:;;;;:=== =;;;;;:====:::;:-
200 ms
...... ..
170 lTlS 650 ms "
--'-__...L --<.. Time

Figure 5-16. OD'set secror flash dutracterlstics

7. Heliport Manual

lIcw 1linoueace red filter

flashing IIreen

1\--- ("
unil horilunl.ill uis
anil ctlecking earum
-_.._---\'\
\
ftashing red

om, IIlllf1n finer

Figun: 5·17. "API ligbt unit

5.5.4.3 The HAPI units shaü he so designed tnat in me 5.5.8 Reslmnce to foreign matt er
evem of a vertical mísalignmcnt exceedíng ±O.5", lhe
sysrem will swncb ofCeutomeucan y, 5.5.8.1 Th e HAPI shall be dcsigncd as a sealed unil W as
lo preveni lhe íngress of foreign maner and of formaúon of
sall deposits on the lens sysrems.
5.5.5 BrillillDCY
5.5 .8.2 Th e unit shal l be constructed of materiaI s resistam
A suuabte lrnenstry control shall be provided so as to altow lo ccrrcsion .
Ildjustmcnt to rreet lhe prevailiog condiriam and te avoid
dazzling lhe p ilat du rmg app roach alld teodíog.
5.5 .9 Cond~nsatiOD aod íce

5.5.6 Mounting Low-power heater elements (50 to 100 W ) ma y bc nccdcd

5.5,6.1 Pírm bases are essen tiai for H API u nits as for allY
precislon syste m . T he design af lhe mounting sho uld,
therefo re, bc sucb as to provide maximurn stability.
5.5 .6.2 Whcrc altemative approach sectors are required,
lhe HAPl system may be installed 0 0 a turntable.
5. 5.7 F rangibility a n d b lllst rl:SÍstance
lo prevent the rormeuon or coudensenon aud ice on thc
Ie nse s o f Iight units. Operation or ugnt uní ts aI a lower
power sctting (20 W pe r lamp) , whe n lhe unil ts not in use.
has also been sho wn 10 be a satísfactc ry rnethod of
prevcnuon . Uans whích do no t bave some means of
keepin g lhe le n" gl as se s warm uccd ao adeq uare , fu ll -
intensiry warm-up pcriod before use lo dispers e
cocdensatíon c r remo ve Ice rrom lhe Iea ses. Tbe appropriate
wann-up time for a HAPI unít mus t be establ íshed .

5.5.7. 1 Thc HAPI aystems shau be frang ible and moun tcd
and shed ali low as posaíblc &O as not to consntute a hazard
to heliccpters.
S.' ,7.2 The HAPI ~YJIE'm m all maímaín its settíng angle
whcn cxposed to rotor do wn wash and environmental
co rdínons.
5.5.10 lni tiaI Digh t inspectiun
A fiighl inspectíon of a new insta.llalion is rcconuncndcd to
confinn the correct operation of lhe systern. The ínspectíon
sbould indude check s of the azimuth cov erag e, range.
setting angt e, brillianc y con trol and co mpatibility with lhe
IL5 or MT.s (ir provided}.
Chapter 5. Vlj ual aids 77

5.5.11 Routine Iaspecüon
5.5. l 1. ! The Initlal settmg -up wíll be accomplished either
by lhe manuracturer's age m or under srríct eompliance with
the man urac turer's installation mstructíons. Thereafter, a
suitab le routi nc inspcction schedule shou ld be established to
ensure that lhe system re mains operationally safe.
5.5.13 .4 When pla ced 00 a turnteh te, on an ete vated
hel iport or a helidec k, lhe HAPI system can be aligned to
lhe desired approach axis.
5.5.13.5 When instaUed on a tloating helideck, the beam
of the HAPl should be stabilized to an accuracy of :!:\40
within ±3 0 pitch and roll mo vement of lhe helideck.

5.5 .11.2 A regular e hec k should be mace on I1AP I

systems to ensure that: 5.5.14 Clearance Irom FATO

a) all lamps are lighted and íllumínated evcnly; The HAP I uni! sha ll be loc ated 3 f i outside lhe safety area
and shall nOI penetra re any obstacle limitation surface.
b) no evidence of damage ís ap parent ;

c) lhe sígnal format ís COITect;

d) thc ehange of sígnals ís coinc ident for ali optical
elements in a HAPI unit:
e) lhe Ienses are not co ntaminated; and
f) the co ntro l systems are operating properly.
5.5.12 Metbod of cbecking
The sertíng angle ts chec kcd ustng a clinometer or an
eq uivalem rrcans ser to lh e approprlate angle and placed on
lhe checking datum. Erro rs in excess of 3 mínutes of are
should be corrected.
5.5.15 Obstacle oonsideratioDS
5.5. 15. 1 The loca tion and approac h angle of HAPI may be
influenced by lhe presence of obstacles in lhe approach
are a. The are a to be surveyed ts shown in Table 5 -1 and
Figure 5-19.
5.5 .15.2 Table 5-1 shows thc dimens ions and divergences
of the obstac le pro rection surface for the three rypes of
visual appro ach dope índícators mea nl for use at heliports.
These surraces are derived trem thc approac h surraces
specífíed in Annex 14, Volume lI, Cha pter 4.
Table 5-1

5.5.13 Layout a nd elevation setting angle Surface and Non-ínstrament Non -precision
dímensions FATO approach FATO
5.5.13. 1 The HA PI unit shall be tocated as to avoid
dazzlíng pilots at lhe fina l stages of the approach and l.ength of inner Widtll of sarety Widlh of safcty
Iandin g. The minimum setting angle of B APl is 10. On a edge area area
helideck where no obstacle-Irec sector ís provided and on
a surface Ievel heliport or on an ele vated heli port, IlAPI Distance from 3 fi minimum 60 fi

should prcferably be ins talled either on the left ar ou the end of FATO
right side of the final approach and take-off area.
Someumes it can be desírable to have it 0 11 lhe axis of lhe Divergence 10 per cent 15 per cent
preferred approach. In those cases, the I1API unit should be
placed on the centre of the inner edge ot thc final approach Totallength 2500 fi 2 500 m
and take-off arca . Whcn lhe system is located ahove the
levei of the touchdo wn and ttrt-orr area its elevation should
5.5.15.3 The azimuth spre ad of the light be am shall be
be detennined by lhe appropriatc authorí ty. suitably restricted where an object loca ted outside the
obstacle pr otectíon surface uf the HAPJ system, bu r wí thín
5.5.13 .2 At sítcs where HAPI dou> not provide a safe
the la te ral Iímits of its ti g h l b e am, is fo und to cxtcnd ab o ve
cleara nee at the final appro ach and take-off area edge. a
lhe plane of the obstac1e prolc ction surface and an
wamÍ ng should be prov ided in the appropriate aero nautical
aeronautical study indicates lhat the obj cct coulo ad versely
dUl;UIll~Ill.s.
affcct lhe safe ty of operations. The ex tent a f lhe res[fiction
5.5 .13.3 Examplcs of lhe use of HAPI wilh diffcrent sball be such that lhe object remains outs ide lhe confines of
silings are illll~trated in Figure 5-18. lhe light bealll
78 Helipon Mtm.ual

o laz >: ::1.-------~-- O ~ ....- ..---------:-::~ ..

---_..
~ n ' "..--------

CJ """" """ " ",1\;;;;,;;;;;;:;- "1maat;

1=>: p
O

I'iSSsssssssss,"'sst:ss;::~-~~=·- ---~..--.,
~
",'7;--
I=z Z~ID"------ ~ D "' -----------------------------
---------- ~
ISS Sss s sss SS\S SSS J':.. , ""'''SiSÚl ~
"'" ,,1( -- - - ----/ ---

Figure 5·18. Examples oI the use o( HAPI with dirrerent sitings

10% H 15%

2 500 m
2 500 m

--- ,,------- 10%

' 5%

Non-instrumenl FATO Non-precision approach FATO

Figure 5-19. Area to be surveyed

 Ch apter 6
RESCUE AND FIRE I<'IGHTING
Note.- Thematerial in 6.1 to 6.9 appliesto surjace levei
heíipo rts and elevaled heííports only. The Intemat íona í
Maruíme Organization (IMO ) reqvíremems for helicopter
rescue andfirefighting operations are considered adequtue
fo r helidecks and are repro âuced in 6. / 0.
SURl''ACE LEVEL Al'l"D
ELEVATED HELlPORTS
fi.1 Il'I.'TRODUcnON
6. 1.1 The principal objective of a rescue and tire figbting
servi ce is to save lives in lhe eve nt of an aircraft accideut
or incident.
6. 1.2 This must assume at ali times lhe possibility of and
ueed for exringuishlng a fire which may:
li ) ex íst ar lhe time a hclic op tcr is touchi ng down,
lifting off, taxiing, parked. etc.;
b) occur immediately follo wing a helicopter accidcnt
or inc idem: or
c) occur ar any time during resc ue operanons.
6. 1.3 For this reasoe, lhe provi sion of adeq uare and
specíat rreans of dealing promptly wuh an accíüenr or
incidem occurrin g at, or in lhe ímmcdíate vicíni ty or; a
he liport assumes primary iJll'lOrtance becausc it is wilhin
this area lha! there are the grc atcsl o pportuníues to sa ve
uves .
6.1 .4 lhe moS! important faclors bearin g OD effective
rescue in a survivablc hclicopt.er accide nt are lhe Iraining
R:<; eive:d, lhe: e:ffc:çtive:ne:!Uõ of lhe tire fighting eq uipmc:nt
and the speed with which personnel and equipment
de ~ i g na.tcd for reseue and tire tlghting purpo ses can be pue
into usc.
"
6. 1.5 When considerin g spec ial arrangements to be made
ai heliports for fire protec tion and rescue, attention should
be gtven to fite prev entíon and limitatiou aspec ts.
particularly in relati on to the locatíon of the helíport wírh
respect lo lhe occupation of surrounding áreas.
6.1.6 In general. lhe dev elopment of rescu e and tire
fightíng (RFF) rcquircments for behc opters operating ar
hchpcns bas bcen based 0 0. and ro uo ws lhe same
ph ilosophy as that for aeroplan es et aerodrome s. Pr actices
differen l to lhe curre nt IC'.AO req uírernents for RH;
Iacihu cs at a.cnxlromes nave o nly been developed where
cecessery because the des ign or operating coarecterístícs of
the helícopter differ sigmâcamly from thosc of lhe
aeroplane.
6.1.7 Although lhe amount of rue) canied by helícoprers
is generally jess than tha t carríed by acroplares, a more
senous tire situatíon can occur as the fuel tank ís jocared,
ln IDOst cases, undemcath lhe occ upicd portion of lhe
fuselage and dose Lo thc cngine. In other words, burni ng
fue l in a helicop ter crash is more likel y to remam within the
are a adj acen t to the helicoptcr and thus the res utung fire
situauon may be more scrious than one involving an
aeropl ane of similar size .
6.1.8 The proposals set out hereundc r co nceruíng rescue
and tire fighting serv íccs llfld eq uípment to be provided at
beliports are based 00 specíâ catíons contaíned in Annex 14.
Volume 11.
6.1.9 Guídance material 0 0 alI espccts of rescue and tire
fightin g scrvtces ma y De found in lhe Aírpon Services
Man ual (Doe 9 131), Part I - Ru cue and Fi" Fighri1lS'
Oiagrams sbowing helicopter data related lo ernergency
situatícns m: a1so given in mal manu al.
6.2 LEVEL DF PRDTE CTIO N
6.2. 1 Except at an unattendcd hcliport with a luw
movcmc nt rate, rescue and ftre fighting services anil

cquipmcnt should be pro vided aí a helipo rt. The leve! of
protcction lo be provided shou ld be based on the ovcr-all
Iength of the longe.': t helicoplers norma n y usíng me
helípcrt.
6.2.2 The Ievel of protcction to he provided at an
aerodromc (aerodrorre RFF caregory) ís based ou lhe
dimenslons of the longcst aeroplanes using the aerodromc
but may be adjusted for their frcqucncy of operaríon.
Acconlingly, wben the numbe r of mo vemcnts ofthe longest
aeroplanes during lhe busiest consecutive three rronüis of
the year is less than 700 , the aerodrome category may be
lowcr than rhat corresponding to lhe Iargest aeropláne. This
factor (700 movornents) ís based on statistical data on
aeroplane rescue and tire fighting operations. In the case of
hclipo rts, however, lhe leveI of protcction (hcliport RrF
category) ís based on lhe dirnensio ns of the longest
helicopters planned to use the heliport irrespectivc of thcir
freque ncy of opcraüons. This is for two reasous. Fírstly,
statistical data 00 helicoptcr accide nrs are not avaifahle.
Secondly, the ãre sn uauon cxpcctcd to be found at a
helicopter cr ash, as explained in 6.1.7 above, may be more
serious than one involving an aerop lano of similar sue.
Thus, it has hem concludcd rhar the levei of protection
shou ld he based on the Icngth of the longest helicopter
normally ustng lhe heliport írresp ective of its move mcnt
rates.
6. 2.3 A sludy of helicopler si:r...,,; and their characteristics
has shown that thrcc firc fighting catcgorícs are sulficícnt
to covcr the range of conunoul y used belicopters.
Cetegcries are defined 011 the basis of helicopter over all
length, í.e. íncluding lhe tail boum and ro tors. It was
initia.lly considered that for helicoprers ir would be des irable
to use the length of the fuselage ins tead of lhe over-all
length since the rotors should not nor mally be a factor to be
takco into accouot for rescue and fire fightia g purposes . The
occupied portioo of a helicopter was even cotlsidered more
significam lhan fusclage lengLh. However. infonnation 0 0
Ihc occupicd portion is not rcadi1y available and for
purposes of standardization it is dcsirable lo use lhe same
me lhod oi" calegorizalion as is used for aeroplanes, namely
the nve r-al1 leng th.
6.2.4 The leveI of protection to be prov ided at a heliport
(heliport RFF clltegory ) is determined from Table 6- 1
appropr iate {O the over -alllength of lhe longest helicopter
normally using tbe beliport irrespectivc of its frcqucncy of
operations. However. during anticipated periods of
operations by r.maller helicopters, the heliport tire fighting
c31egnry may he reduced lo Ihat of the highesl calegory of
helicopter planned to use the heliport at lhat time . Por
convenicnce lhe table in Appcndix 1 contains the heliport
fire fightiog category for representative helieopten:.
Helipo rl Manual
Teble 6-1. Hcliport fíre fighting category
Category Helicopter uver-ulll-mxt1/
H1 up to but not including 15 m
H2 from 15 m up to but not ind uding 24 m
H3 from 24 m up to bu t not includ ing 35 III
I. Helicopter length, including ll", tai! bUUlll and thc rotors
6.2.5 In the case uf a heliport Iocated on an aerodrome for
use hy aeroplanes , the rescue and fire fighting facilities
pro vided for aeroplanes will normally bc euitable for the
protecnon of lhe helicopte rs. This assumes that the rcscue
and tire fighting SCrv1CCS and cquipment provided for
aeropl anes will be at Icasr cqu al to those requir ed for lhe
longest belicopters normally using the facility and that lhe
respon se time to the heliport does not exceed lwo min utes.
6.3 TYPES OF EXTI NG UISHING AGE NTS
6.3.1 General: As for en aerodr orne, hoth principal and
complernentary agente should be pro vided at a heliport , as
sho wn in Tablcs 6-2 and 6-3. Principal agents províde a
permanent control, l.e. for a period of several minutes or
longer. Cornplemem ary agents have rapid tire suppression
capabilíty but provide con trol only during application and
for a short pcrtod thcrcaftcr. Charact cristic s of thc
recommende d exti nguishi ng agent s may be found in the
Airport Services Manual (Doc 9137 ), Part I - Rescue und
Fire Fighting. Ch aptcr 8.
6.3.2 Principal agents. For the reason mentioned in 6.1.7
above. survival time in a helicop ter cra sb may be less than
in an aew plane crash and thus a very quick tire suppression
cap ability is requi red . Consequently, only foams meeting
performan ce levcl B, which havc qui ckcr tire suppression
capabilities than foams meelin g performance leveI A. are
reco gnized as principal agents.
6 .3.3 Quality offoams. The guality of a foam produced by
a rcscue and fire fighting vehiclc usil1g any conccntrale-type
\ViU sigrnfican tly arfeet tbe contro l and extin guisbIm:nt
times of an aircraft fire. Funclional tire tests are required to
determine the suitabi1ity of a foam concentrate in an airport
envir onmc nt. Paragraph 8.1.5 in lhe Airporl Services
Manual (Doc 9137). Part I - Rescue and Fire Fighting
lists the minimum specifieations for foams produced from
Clulpler 6. RCiCue anti fire jighring 81

Table 6·1. Mlmmum usable amounts or ntinguishi~ egents

for surface levcl bcliports

Foam meeling performance Levei B Complemenrar}' agems

Waler Discharge rate Dry chemícaí Haíons CO,
Categorv (L) [oam sotuuon (U minj powâers (kg ) 0 ' (' 8) or ('8 )
(/ ) (2) (1) (4) (5) (6 )

IH 'iOO 250 23 23 4'

H2 1000 500 4' 4' 90

llJ 1600 800 90 90 180

Ta ble 6·3. Mini mum usuble amoun ts of extinguisbing agents

for elevatc d hd ipor ts

Foam meering pedOn}laflçtU.evel B Complemenlarf agenrs

Water Discharge rase Dry ck micol Halans CO,
Category (L) Joam sofufion (Umin) powders (kg ) o, (' ,) or (k8)

(/ ) (2) (3) (4) (5) (6)

H1 2500 250 45 4' 90

H2 5000 500 4' 4' 90

II3 8000 800 4' 4' 90

protcin, synthetic. fluoroprotein, tilm to rmíng ftuompro tcin
anel aqueous film forming concen trares. The specífication s
inc1udc ph ysical pro perties and the per formance of lhe
foams under tire test condi tions. Any foam concentrare to
be nsed in hc:1iport rescue anel fire fighling vcníclcs should
meet ar exceed lhe critcria in these spcctâ catíons, so as to
õtd li l'Vl' performance leve! B _
6.3.4 Where States or índívídnat uscre do not nave Lhe
facilili i:~ for cooce cnng tbe te SIJ which will estabfish thc
spccr ücd pro per nes and performance s , cer uâcauon cr lhe
qualification of a concentrare should be obtalned Irom Lhe
manutac turcr ar supplíer, bascd 00 the local operaríng
coudít íons.
6.3 .~ Cnmp/emenlary a8en/s.
With rcspcct to
complementary agcnts, the three typcs rccomrne ncec in
Annex 14. Volu me I, for use at aerodromes, í.e. dry
c hc mí caj powder, ner ons or C O l o are co nsldcrcd Huilab l", for
use at netíp orts. However, dry chemicaI powder and hatcus
are nonna11y considered more effícíent than CO: for aírcraft
rescue anel ü re fighting operations. Arso. at elevatcd sttes
thc cuectíveness of CO! may be reduced. as the agen t may
be rapiJly díspc rscd by lhe windy condítíc ns that o ftcn
prc vaií at such sites.
6.3.6 w ben seíectín g dry chemical agems for use with
Coam. care must oe excrcíscd to ensure compeubnny.
6.4 I"IRt<: PKOTECfION CONCEPT
Tbe method for the determination of rcscue and tire tighting
requirements for aeroplanes is bascd on the conc cpt of a
criticai area to he protecLcd in any post-accídcnt hre
situation to pe nnit the ev acuano n of thc aeroplanc
oecurlUll~. This conce p t was advocercd by the Rescue a nd
81
Fíre Ftg htíng Panel in 1970 and subsequenny adopted by
lCAO for lhe calcula tion of lhe amounts of extínguíshíng
aBenl~ requ ired to contrai and extínguísh aeroplane tires . In
lhe case or aeropnnes, lhe critical arca ís based on the
averagc aeroplane len gth and width for each aerodrome RFF
ca regor y. The q uac üües uf water needed for roam
production and lhe prescribed di sch arge Iates are
pro porüonal to this critical area . A similar ccucept has bee n
developed for lhe rescue and fire fighting requirements for
hel icop ters .
6.5 CRmCAL AREA FOR HELIPORTS
6.5 .1 The criticaI arca ís defined as the area adjacent to a
helicopter in which tire must be controlled for the purpoae
of ensuríng temporary fuselage integrity and providing an
escape area for occupanrs of the helicop ter.
6.5.2 The criticai arca is a rectangle having as une
dimension an average heliccpter fuselage length and as the
other dime nsion:
a) for hclicopters with a fuselage length less than
24 m, an average fuselage width plus 4 m; and
b) for helicopters with a fuselage length of 24 m or
more, an average fuselage width plus 6 m.
Thc síz e of lhe cri tical area can thus be cxpresscd as: L x
(W +- W 1) where:
L = Average fuselage length
W = Average fuselage wid th
W l = Additional width factor , i.e. 40r 6 In.
The additional width factor is intended to tese into account
olher consíderaríons sucb as the amounts of fuel carried and
its lo cation in helicopters. Actual calc ulation of lhe cri tica i
area is contained in Table 6-4.
6.6 AMO UNIS OF EXTINGUISH ING AGENTS
6.6.1 Principal agents. The amounts of wa ler for foam
production to he provided aI a heliport should be in
accordance with the heliport RFF category (fable 6-1) and
hole 6-2 and 6--3 as appropriate. The amollnls in Table 6-2
or 6-3 are the minimu m amounts of extinguishing agents to
be provided. Wherevcr po~~ihl e it i~ des irable to provide
add itiona I protcction, bearing in rnind lhe recurre nt
ma intenancc nccd.'l of equipmen t, and/o r any unusu al
Heliport Manual
operational hazards particular to a neuport. Tbe amounts ot
extínguísbíng agents to be provided and the discharge rates
at whic h they are to be applied have been detennined in
principie by the same melhod used for aeropícnes.
G.G.2 As ment ioned in 6.5 above, lhe crlucal area requlres
pro tection Irem lhe effects of fire in order that lhe
occu pants of the heliccpter can eirhe r e vacuare or be
rescued. The amounts of water are calculated by using the
critical area for the heliport RFF category multiplied by the
standard rate of application and by lhe time of application.
Allhough for lhe pmpose of determining lhe heliport RFF
caregcry the over-all Iength of tne helicopter bas been used.
an average fuselage lenglh bas been used to determine lhe
critical area for each category.
6.6.3 The amounts of water specifíed for foam pro-
duction are predicated 0 0 a slandard application rate of
5.5 Uminlm1 . This application rate is lhe samc as that
recormnended by the Rescue and Fire Pighling Panel and
subsequently adopted by JeAO for aeroplane fires and ís
considcrcd lo be lhe optimum rate at which control of the
fire can be achieved within one minute. The amo unt of the
toam compound to be provided ís in proportion to lhe
recommended quantity of water for foam production and the
Coam concentrare seIected.
6.6.4 The discharge rate of lhe foam solutíon should not
be less than lhe raies shown in Table 6-2 ar 6-3. The
discharge rate given in these tables ís lhe reto required to
ohtain a one-mínute control time ove r the critical arca . It is
detennined for each heliport RFF category by mu1tiplying
the criticai arca by lhe application rate .
6.6.5 To pcrmi r helicopter occ upants either to evacuate ar
be rescued, the amounts of water to be provided are based
on lhe assumption of a tire attack Iasting approximately
2 minutes at a surface levei heliport and 10 mínutes at an
elevated heliport.
6.6.6 The purpose of the extended tire attack period for an
etevated helíport ts to permit prolection of lhe entirc hclipad
from the effcets of fire in arder to protect lhe very Jimited
rontes of escape. In the case of ao elevated heliport it is
aIso considered essenti al to ensure lhat the agenl<; can he
applie d to lhe entire helipad irrespective of lhe wind
direction.
6.6.7 The amo unts of water speci fied for eIevated he!ipart s
do not have to be stored on Of adJacent to the helideck ir
there is a suitable adjacent pressllrizcd walcr-main capab le
of sllstaini ng lhe require d discharge rate. It is to be no ted
tha t requirements to protec t any building ar structure on
whic h a helipo rt is loc ated are not taken into account.
Chapter6. Rescue and fire figh ting 83

Table 6-4. Calcul ation of críticn1 arca uud

amou nts or wate r neede d for foam production

n eucomer jire jig hfing caregory

HI H2 Hl

Determí naríon or criticai area

Over- ell hclicopter Iength

lower Iimit (m) O 15 24

upper Iimit (m) <15 <24 <35

Average helicoprer fuselage lenglh (m) 8.5 14.5 17

Average helicopter fusetege width (m) 1.5 2 2.5

Additional width fector W l (m) 4 4 6

Criticai are a ( m!) 47 87 144

Application rate (U minlm 2) 5.5 5.5 5.5

D íscharge r ate - foam solution (U min ) 250 500 800

Water needed for foam prc duction

Surface-leve l heliport (L) 500 1 000 1 600

Elevated belíport (L) 2 500 5000 8000

6.6.8 Tahle 6-4 show s the c alculatrons c r lhe critica! area 6.6. 11 For lhe purpo sc of re ptacmg w àrer for foam
(as e xpla ined in 6 .5 .2) an el assocíatcd amourus of water for prod uction by complcmcntary agcnt s the follo wing
foa m productio n for each heliport c ate gory. The criti cai area eqei valent s sbould be used;
has heen determined by using as the evcragc fusclagc 1cngth
end wíd th, lhe arithmetic mea n of actu al fuse lage lengths 1 kg dry chemi cal 0.66 L water for prcductlon of
and widths of ca mmo n1y used cívilian hclicoptcrs for each powd er or I kg halon a roam rreetíng performance
cat eg ory, Thcsc vajucs have beco ro unded to the cros est or 2 kg C0 1 levei 8
üve reuths cf the whole number. The values for the
amounts or warer neve been rounded lo lhe closcs t hundred. Higber eqúivalencies for complememary agents may be
used ir results of tem eondu cted 0 0 lhe comp lemcntary
agents usec by the State have indicated higher erãctencíes
6.6.9 Complementary agents. The amounts of
than tbose reco mme nded ahove.
cClmpleme ntary agents to be provided aI a heliport are
rclated lo lhe heliport RFF categ ory and lhe helíport sire. As
for aero plane tires, the discharge raies should be selected
for oplimum errecuveoese of thc egcnt uscd.
6.7 RESPONSE TIME

6.6.10 Agenl substiuuion: For a surfac e levei beliport it 111 6.7.1 Respcnse time is ccnsidered lO be the lime bctwcen
pe rmi ssible to replecc ali or part of the amou nt of water for lhe initial call to lhe rescue and tire nghting servicc and the
Coam prcduction by complerrentery egcnts. time when lhe nrsl rcspondíng vehlcle(s) (lhe servtce) \8
84
(are) In posníon 10 appry foa m ai arare or ar teasr 50 per
cem or lhe dischargc retc specined in Tebíe 6-2.
6.7.2 At a surnce leve! heliport, lhe operauoral objective
af lhe rescue aod üre fighting servíce sboutd be lo achieve
rcsponsc times nOI cxccecíng rwo mínutes in optimum
u lliJ ilillll:' of visihility and surface condltíons.
6.7.3 In the case af an elevated belíport, no spectâc
respo nse time ís rccommcnded as it is considered tha! lhe
resc ue and tire tighting servíce will be available 00 a r in
lhe ímrredíare vicinity of me hel íport while helicopter
opcrations are taking place .
6.S Sl'EClAL PROV IS IOSS RELATED
TO EL EVATED HELIPORTS
6.8. 1 Particular problems arisc from thc operaríon of
a t ele vated heli ports that requíre specíal attention
he IiCClpll~J'l';
with regard to lhe rcsc uc and nrc fighting provisions. O De
important u pect ts lhe confined and restricted sp ace
a vailable 0 0 lhe average elevated heliport . This will impo se
restríctíons on roam monitor pcsínom ng and general fire
fighting u ctícs. l t is Ieesible that an accidcnl coul d result in
a fuel spill and a tire sítuation tnat cculd quidd y cut off or
reducc lhe already limited roures of escape to a pl ace nf
safety for the occupants of thc helícopter. In addition, lhe
accidcnt or fire lIIa)' invoive rescue and fire tighting
Iacilitics locatcd adjaccnr to rne ejevated heliport. As a
result, as shown in Table 6-3, lhe req urremen t for lhe
amounts a f extin!luishinl!l Ill!lcnts et elcvatcd hclàports is
bllllt.'u ou 11 tire tighti ng aclion which may be requireli to
lasl Illuch longer Ihan aI su rface leve i betiports . In add iúon.
aI an eJevated helíport lhe reseue and tire fighting service
sOOukl hl: immeilialcly available on or in the vicinity of the
helipurt whilc helicopter movemenls are laking plac c _
6.&. 2 At an e levated heli port, at leasl ooe hose spray line
cap atlle of deli wring fOllro in 11 jel spray pattern aI
2.'5 0 rimio sho uld be providcd. lhi&calls for lhe provision
aI a heli porl calego ry H 1 of 11 bose line eqllipped w ith a
nou le capable of dis chargiog toam!water in a straighl
S[feam (jc t) andfor a dispcrscd paUern (fo glsp ray).
fiJI.3 11 is aJso w n:rld\."fw c:))(' utial al an elentcd hcliport
to he ahle lO applY lhe nrc fighting age nls. bo th princ ipal
and w mplememary . to any part of lhe heliport irrespcctive
of lhe wind direction. To achie ve this antI to O" CTCOmc tbe
pCll'."ihilil)' or a monitor being involved in tbe accidenr. it is
nece"m y lhat at eJe',:ated helijX)ftS in calegories 2 and 3, at
lClLS t lWQ m ou! ton lIc: provided e ac h haviog a ;:;apahilíly o (
achieving lhe required iliscll4TgC rate , and po sitio ned at
Heíipon Manual
different loca tions around the heliport se as 10 ensure the
application of foam to any pari of lhe hcli port under any
weather co ndi tion. To further ensurc lhe application of the
agents to any part of lhe he lipor l under any weatber
condition, lhe mcnitors should preferably be operable from
two remete control posíuons locatcd clcar of thc hcliport
and ea..~ily accesstble.
6.9 RFS CUE EQ UlP1\-lE ""
Rescue equ ipmenl commensurate with the levei of
betícopter operatíons sbouid be provided as shown in
Tah le 6-5. AI an elevated he liport lhe rescue equipmcnl
sbould be stored adjace nt to lhe helideck.
6.10 INTERNATlONAL MARI1ThIE
O RGANIZAT ION (IM O) PRACT1CE*
FO R H EL IDECKS
Do any heliccpter deck thcrc shc uld bc provided and stored
uear to lhe means or access to lhat deck:
a) ai Ieasr tw o dry powder ex tinguishers having a total
capac ity of not less than 45 kg:
b) a suitable toam applicarion syslem consisting of
mcnítors or foam-makiog branch pipes capab lc of
delivcring fnam solution to ali parts of lhe
helic0l"ter deck at a ra te of not less th an 6 Llmi n
for ar teest 5 mín for eD.ch squlI.r c mctre ol" thc arca
contained within a citele of m amc lcr "D". wllere
" D" is lhe WSlllllCC in metres across the m aio rotor
and across bolh ro lor!> for a tamlcm fotor helicopter.
The adnumslration may llCf;cp l UUlCf fhe-fighting
systems which provide a fire-extioguisbing
ca pability ar leas t as effee tive as lhc required foam
applicalioo syslem
c) carbo n dloxide c.d inguishers of a tDlal c apaci ty of
nol Ie.~s lhan 1R kg or equ ivalen l, one of lhe"e
exringuishers bein g so eq llipped as to cnablc il lo
rt'<lcb lhe eng ine areI. of any bclicopter u!ring lhe
d«;k.; <lltd
d) III leasl twu dual purpose IlOzz1es and hose s
suffici ent to re ach any part of the helicoJlter deck.
• "",1nC«<I from L\{Q docurDo"fll .. "' ;11....1 "f'~ ftr "", Con<tnlction
1n<J EquiPIIJC:Ilt u( M<Jbit.. O1fm oce Drill.iDi Unru; 1989 (1989
~ODUCOD Er.
Chapter 6. Rescue and fire fighting 85

Tllbl e 6-5. Reseue e<tuipment

Heíipon HF category

Equipmem H1 anti H2 HJ

Adjuatablc wrcnch

AJ;t" , rescue, non -wedge cr aircr aft type

Cuue rs, bclt, 60 em

Crowbar, 105 em

Hook, grab or salvi ng

Haeksaw, heavy duty complete with 1

6 spare blades

Blanket, fire resistam 1

Lad der. le ngth appr c prie te to het ícopt ers in

u.e

Lifeline, 5 em, 15 m in length 1 1

Pliers, side cutti ng

Set of assorted screwdnvers

Hamess knife complete with sheat h 1

Gtcves. fite resistam 2 pairs 3 pairs

P OWCT c u rtíng 1001

 Chapter 7
HELIPORT DATA
7.1 GEOGRAPHICAL COORDINATES
7.1.1 G eographícal coordinates indícatlng latitude and
longitude shall he detertnined and re ported to lhe
aeronautical information scrvíccs authority in teI1IlS of lhe
World Gcodctic System - 1984 (WGS-84) geo de tic
rcfcrcncc datum, idcntifying those geographical coordinates
which have been transformed imo WGS -84 coordínates by
mathcmatical means and whose accuracy of orig inal field
wcrk does cor mee t lhe req uír emems in 2 .1.2 belo w,
7.1.2 lhe arder of a<.:cu racy or lhe field work shall be such
that lhe resulting operational navigation data for the ph ases ot
11ight will be within lhe maxímum deviatíons, with respect to
an appropríate reference Irame, as indic ated herein:
a) significant o bstac1es 00 and in lhe ví cínít y or lhe
beliport and posíuous of radio navigation aids
located on lhe hel iport: three metres;
b) geomerríc centre of the touchdown and Iift-off area,
thrcs holds of tbe final approach and take-ot f area
{where appropri ate ]: one metre ;
c) cen tre líne points ofthe helicopter gro und taxiw ays,
air taxiways and air rranstr routes and hclicop ter
stands: one-half metre; and
d) heliport reference point: thirty meues.
Note l. -An appropriate reference frame ís lha: which
enables WGS-84 lo be realized on a gíven heliporrand wirh
respect to which aIl coordinate data are related
Note 2. - Specíficatíons governing the pub lícation of
WGS-84 coordinates are gíven in Annex 4, Chapter 2 and
Annex 15, Chapler 3.
7.2 HELIPORT RE[<'ERENCE POINT
7.2.1 A heliport reference poi nt shall be established for a
he liport not co-Iocated with an aerodrome.
86
Note.- When lhe helipo rl is co-íoc ate â with an
aerodrome, the established aerodrome reference po int
serves both aerodrome and heliport.
7.2.2 lhe heliport rcrcrcnce point shall be located near the
initia l or planned geometric centre of the helíport and shall
nonnally rem ain where fies! established,
7.2.3 The position of the helíport reference poínt shall be
measured and re ported to the aero naoücet informa tíon
servíces authon ty in dcgrces , minutes and seccnds .
7.3 HELIPORT ELEVATION
7.3.1 The heliport eícvatton shall he measured and
reported to tbe acronaurícal informaticn services authoríty
to lhe ncarcst mctrc or foot .
7.3. 2 For a helipo rt used by intemationai civil aviation,
the elevat ion of tbc touchdown and lift-ofJ area andfor lhe
elevatíon of ea ch threshol d of tbc final approach and
teke-off arca (wbere appropriate) shall be rneasured and
reported to lhe aeronautical informati on serv íces authority
to lhe nearest metre or foot.
7.4 HE LIPORT DIMENSIONS AND
RELATED INFORMATION
7A I lhe following data shall be measure d or described,
as app ropriate, for eecb faciliry provided o n a hcl iport :
a} heliport type - surrece-teveí. elevated or helídeck;
b) touchd.own and !ift-off area - dimensions, siope,
surrecc typ e, bc aring strcngth in tcnnes (1 000 kg };
c) final approach and take-off area - lypc of "'ATO,
true bear ing, designation number (whcrc
appropn ate), length, width, slope, surface type;
Cnapter 7. Heliport data
d) safety area - le ngth, width and surfac e type:
e) nencopter ground taxiw ay, air raxiway and air
transir route - designation, wid th, surface type;
f) ap ron - surface type, helicoprer stands;
g) clearway _ length, ground prorne: and
h) visual aids for approach procederes. marking and
ügh üng of 1-1 \TO, TWF. taxlways anu apruns.
7.4.2 T he geograp hic aj ooordin atcs of the gcomctric centre
of the touchdown and lift-off area amilor of eacb threshold
of the final approach and take -off area (where appropriaLe)
shall be measured and reported to the aero nautical
ínrormatíon serv íces authority in degrees, rnlnutes, seconds
and hundredths of secon ds .
7.4.3 The geographical coordinates of appropri ate centre
line points of helícopter ground tax iways, air taxiways and
air tra nsi t roures shall be me asured and reported to the
aeronautical infonnation servíccs auth ority in degrees ,
minutes, seconds and hundredths of seconds.
7.4.4 The geographical coordin are s of each hel icopler
stand shall he measurcd and reported to the aero nautíc al
inforrnation servtces authoriry in degrees, min utes, seconds
and hundredrhs of seco nds.
7.4.5 The gcographical coordinates of significant obstacles
o n and in the vicinity of a heliport shall be measured and
reported to the aeronautical information servtces autho rity
in degree s, min utes, scconds and tenths of seconds. In
additi on , me top eíevauon rcu nded up to the nearest metre
or foot, type, markíng and lighting (if any) of lhe significant
ob stacres shall bc rcportcd to the aeronautica l infonnation
servíces authority.
7.5 DECLARED DISTANCES
7 _~ . 1 The rol1owing dis tances sha ll be declared. where
rclc vant, for a heliport:
87
a) take-off distencc availeblc:
b) rejccted take-off distance availa ble; and
c) tanotng dtstance availab le.
7.5.2 Take-off distance availahlc shall he lhe rneasured
distanc e of the length of the FATO, which mus t be
complctely m e of obstacles, plus lhe rneasurec leng th of
ao y ctca rway provídcd. Thc clcarway ís mcasurcd rrcm the
end of the FATO as far as the nearest upst andíng obstac1e
in the di rec rion of take-off, within the req uired width.
Wíthtn lhe clearway, ligh tweight and!or frangible obj ects
only will be permiued.
7.5.3 Rejeeted take-off distance available shall be lhe
measured cís tance of the length of the FATO whi ch
inc1udes the distance which Is dcclarcd available and
suita ble for performance class 1 helícopters to safe ly
complete a rejected take-off The RTODAH mast have a
surface which is res istant to lhe ctfects of ro tor downwash,
be free of irregularities whích coul d affect the safe landing
of helicopters and nave bearing strength sufficient to
accommodate lhe rejecte d take-of f by perfonnance ctass I
hehcopters.
7.5.4 Landin g distancc available sball be the meas urcd
dist ance of the length of the FATO plus lhe le ngth of any
additional area declared avaítabte and suitable for
helicoptcrs to co mplete the landing manoe uvrc from a
height of 30 m (100 fi) . lhe surface of the additi o nal arc a
must have the same characteristics as lhe FATO.
7.6 RR'i CUE AND FIRE FIGHTING
It ís recommcnded that infor matio n co ncerni ng the levei of
protectio n pro vided at a hclipor t for helicopter rescue and
tire fightíng be made available. Thc levei of protec tion
should be expressed in tcrms of the Category of res cue and
tire fight ing services as described in Annex 14, Volu me n,
C hapter 6, Tahle 6- 1.
..., ,
 ) )

Appcndix 1. HELICOPTER CHARACTERISTICS

( M"C' H~un'S AI · I a nd AI-2)

A B C I> E FI F2 G Mu.ilJl\lm
:-In or _ I'
"'m Le llglh Wi.jlh Tlu d Treed
....
\\1Ied "m. lUI

r" mp'" I)'

Mod el
Je.sigl,atiuiI
di amel~r
(m)
Lellcll•
o~ eI' B II
'lI'<'l..,ç
(m)
r""'logc
( m)
llei, 1Ir
(m)
rorwllf d
(rn)
.11
(m) (m)
weight
("') Ensine. (),. I'au . "'.
".1
RFI'

, , , "
z 3 4 1 9 la 11 12 13 14 rs
A RDe /BrIUl I)' D· 2 1.21 6.62 !i.~O 1.27 2.13 1.72 1.72 • 12(, I ) I 11 4

B· 2B 7.24 8,53 H02 1.27 ' .116 1.73 1.73 • 1S1 ,, I , 11 7

sos 10.03 1.44 1.3') '.44 - 1 315

.. .
8.74 >1 0 1. I S I 4 lA3

ARI>Cf{llllegl Rp·440 n.n 14.13 ' .92 - 4.19 .. ,"' , I 2-3 zss
il! ~lIl'! ro- ti ..lc 1\10...,11., ' .08 2 08 3.1161
11 10.02 12.05 'J.7U 2.08 2.15 '.30 2.30 na 1500 I I 4 ~8 0
Aloli<' tle UI 11.00 12.82 10.18 '.60 2.97 2.59 3.'" 21 00 I I (, ~95
Dj i~ 11 1221 11.00 H .CIO .t 31 1.'}5 2.62 1.9 3 2.10 160 I I I 2.~ O
Sh-315B 11.0 2 12.91 lO.23 2.m 3.'" 2.38 2.3 8 • 1 750 I ) 4 ~i 5
5,\· 31(,1) 11.0 2 12.84 10.111 aeo 2.'f1 - 2 60 3.2Jl 2200 I ) (, sts
SA-3 1!le 10.21 I V I? 9.75 2.08 2.74 2.38 2.38 • I MS ,, I
,
4 ~ 8 1) I
SA·3 19B 11.02 12.U 10,18 260 3.00 - 2.6) 3.20 2250 I ~7 3 I
SA·33OJ
SA·34IG
15.08
10j O
18.22
11.97
IH 2
9.53
1.'"
1.3Z
5.14
1 19
0.48
2.02
' .00
2 02
4.,"
2 29
1 400
, 800
2
,, 2· '
r-z ,
>20 , 54'
135
2
I
AS-350
SA-36OC
10.69
11 ..50
12.94
13.20
10.9 1
10.98
r.se
1.%
3. 14
aso
2.11
1.95
2.11
1.23
• I 950
s oco , r- z
1·2 ,
4 "O
415
I
I
SA·36SC 11 .68 13.29 10.98 1.% 3.54 1.95 1.23 3400 z 413 I
AS -35SFI
A,.<;-332C
10.69
15.60
12.1)<)
18.70
10.91
14.76
1.'"
3.79
3.15
4.92
2. 10
-
2.10
3.00
•
4.49
2400
9 000
z
2
' ·2
2
2
"4
11
130 I
2
1 4'' '
AS-332L l 15.60 18.70 15.52 3.79 4.92 3.00 5.28 8600 2 2
" Z 010 2

Am~ N ll icl AC· IZ

AC· 14
8.50
9.60
8.30
IOJ)( )
7.55
8 13 ..
1.22 3.10
3.10
2.00
2.00
-
-
3.50
3.50
"'O
1 350
I
I
I
I
I
4
100

"'.
 ~

I
A B C D E FI F2 O Maxlmam
No, of sears
Rotor Lenglh Widlh Tread Tread Wh~1 gross F00 1

Company
Mo de!
dMignatio o
diamerer
(m )
LengLh
over-al l
fu selage
(m)
fu. elage
(m}
Heighl
(m !
forward
(m! '"
(m)
bas e
(m)
weigh t
(l<g) Eagi nes c-ew Passo
''P.
(L)
RFF
, M.

2 3 4 5 6 1 , 9 10 11 12 13 14 15

Augusta. AIO IH 20.40 24.60 19.20 "O ." 0 44 4.40 5.24 129 00 3 2·3 36 2160 3

......
14,50 17.92 12.73 3.23 2.45 • 2850 ••
.. .. ....
102 2 10 2 45 1 1 9 2
100 1.40 10. 00 613 U4 2.23 L54 1.54 • 460 1 1 •• 1
104 7.95 9.30 6 .35 2.35 1.64 1.64 • 640 1 2 1
115 11.33 13.30 9 .90 1.52 2.94 2.29 2.29 • 1 390 1 1
Ala9A 11.00 13.05 lO.7 1 1.42 3.30 2.30 3.53 2450 2 1· 2 6 560 1
A109C
AB205
AB206Bm
11 .00
14.63
10.16
13.05
17.45
11.91
10.71
12.70
'.65
1.42
239
1.27
3.30
3.91
2.80
264
-
1.83
2.30
2.64
1.83
3.53
•
•
2720
4 310
1 451
2
1
1
1·2
1· 2
1
6
14
4
560

2118
.. 1
2
1
AB2!2 14.63 17.46 12.70 2.39 3.9 1 264 2.64 • 5800 2 1 14 813 2
HH-3F 18.89 22.25 17.44 1.98 5.50 - 4.06 S.21 10 002 2 2 25 2 430 2

Reli 41J 11.33 13.21 9.87 1.52 2.83 2.28 2.28 • 129 3 1 1 3 182 1
410 11 .27 13.10 9.87 1.52 2.83 2.29 2.29 • 1 340 1 1 2 221 1
47J-2 11 .27 13.10 9.87 lJ2 2.90 2.14 2.14 • 1340 1 1 3 180 1
47G-2 10.72 12.63 9.27 lJ2 2.87 2.28 2.28 • 1 130 1 1 2 "5 1
47G-3B-2 11.30 13.15 9.90 1.52 2.84 2.28 2.28 • 1 340 1 1 2 216 1
47G-4A B. 30 13.15 9.90 1.52 2.84 2.28 2.28 • 1 340 1 1 2 216 1
47G-5
204
11.30
13.41
13.15
16.15
9.90
13.00
1.52
2.39
2.84
3.43
2.28
2.54
2.28
2.54
•
•
1340
3270
1
1
1
1 ,2 216
625
1
2
204B 14.61 17.40 12.98 2.39 4.42 2.59 2.59 • 3860 1 1 9 625 2
205A
lO5A·l
14.6 1
14.63
11.41
17.40
12.77
12.65
2.31)
2.31)
4.42
4.39 ..
2.75
..
2.75 •
•
•
2 150
•
1
1
1
1
14
14 '"
."
2
2
206 10.21 11.28 8.28 1.27 264 1.77 1.17 I 310 1 1 4 23' 1
206 A 10.20 11.80 9.50 1.27 293 1.92 1.92 • 1360 1 1 4 288 1
206B 10.16 11.82 8.63 1.27 291 1.95 1.95 • 1 451 1 1 4 344 1
206L1 11 .28 12.92 9.27 1.27 3.14 2 26 2.26 • 1 814 1 2 5 311 1
206L-3 11.28 13.02 9.51 1.32 3.14 234 2.34 • 1 882 1 2 5 416 1
212IUH-IN
2148
14.69
15.24
17.46
18.35
12.92
13.44
2.39
2.39
3.93
4.22
20'
2 84
2.86
2.84
•
•
5 080
6260
2
2
1·2
1·2
14
rs
314
rn ,,a
214ST 15.85 18.95 15.24 2 16 4.84 264 ' .64 • 7938 2 2 18 1641
222 12.12 14.53 10.98 1.41 3.93 - 2.17 3.59 3 470 z 1·2 6-10 6 11 1
i1'
12.80 l5.20 12.85 3.18 3.51 2.77 3.59 3742 z a
..
222UT 2 6 90.
14.02 11.07 12.92 4.32 2..59 2.59 • 5397 2. a %
412
230 12.80 15.38 12.97
2.16
U. 2.39 2.39 • 38 10 2.
1
1
14
8
1249
'li 1 •
..~
~

) ) )
 ) )

,.
I::"
,,
c,

Compatl)'
Madel
<IesigllatiOtl
A
Rolor
clia,,"'ler
(m )
B

Lellglh
ovcr-all
C
Lellglh
fuse1age
(m)
O
Wíd th
fusdage
(m)
E

Height
(m)
FI
Tread
fOlward
(m)
.
F2
Tre'"

(m)
G
Whe<:l
bas
(m)
Maximurn
~OO,

weight
(k.g) Eagmes
N o. of ""...IS

Crew Passo
Fue!
capo
(L)
RFF
cet I o~
2 3 4 5 6 7 8 9 10 II 12 13 14 15 I-§.,
,
Boeiug-Vcrtol 107
107 II
14.6 3
15.22
24.89
25.50 ..
13.59 2.51
2.51
5.13
5.13
4 24
4.42
7.55
7.62
7550
8610
2
2
2 25
25
•• 3
3
o
,ir
,
.. ..
2 1 360
~
C1I·45E
YUH-61A
QI·47C
15.5 4
14.94
18.29
25.70
18.19
30.12
13.92
15.82
15.54
1.83
2.18
2.51
5.10
4.95
5.69
-
-
3.20
3.92
234
no
7.57
4.70
6.86
10569
8 482
22 680
2
2
2
2

2·3
25

33-44
1 438

4137
.. 3
2
3 ~:
2HLR 30.18 15.87 4.78 5.68 3.20 7.87 22000 3 •
.. .. .. .. ..
18.29 3.20 2 2 44 7 949

CAF 7.,..8 18.90 23.04 6.« 10592 .. 2·3 39 1900 3

..
a "'llg he

17.5·2 19.18 11.51\ 4.90 2.28 - 2360 •• 2

.. ..
Ihmall 14 .63 1.52 2.97 1 "
EHI EH 101 18.59 22.81 4.52 6.65 .. " 14 288 3 2 30 .. 3

Eas trcru FlSA 9.7 5 8.9ú 8.56 1.55 2.75 2.10 2.10
, 975 I 1 2 114
28OC!F 9.15 8.43 8.56 J.55 2.79 2.24 224
, 1179 I 1 2 151
280FX 9.75 '92 &.56 1.55 2.79 2.2 1 2.21 , 1 179 I 1 2 151
480 9.75 892 8.56 1.55 2.90 2,46 2.46 , 1 225 I

..
1 3-4 "
16.20 lQ.50 3.86 4.97 3.00 5.28 2
Burocopter AS 332LZ
AS 35SN
AS 365NZ
10.69
11.94
12.99
13.68
10.91
11.63
1.110
3.21
3.15
3.52
2. 10 2. 10
1.90 3.61
•
9 150
2 540
4250 -
2
2
2
1· 2
2
1· 2
"
2·4
2020
730
l 135
BK 117 11.0 0 13.00 9.91 1.60 3.36 2.50 2.50
, 3 350 2 I
' ·9
&7 607
BD 105 9.80 11.90 8.56 1.27 2.9& 2.40 240 • 2 000 2 1·2 3-5 570
BO IOSCB 9.84 11.86 8.56 1.27 3.80 2.53 2.53 • 2500 2 1·2 3-5 570
•
..
BO IOSCBS 9.84 11.86 8.81 1.27 3.80 2.53 2.53 2500 2 1·2 3·5 570
no 105LS 9.84 11.86 8.56 L27 302 2.53 2.53
,• 2 500 2 1·2 3·4 570
no 108
P 120L
1().2 0
11).7 0
10.64
,. 9.68
12.22
1.50
2'"
3.06
3.06 .. ..
2.20 2.20
, 2 500
2 000
2
1
I
I
4·6
4 600

llill m: 12-C
UI" llE,E4
]1).67
10.80
12.34
14.34
8.97
8.<>9
..
1.50
2.97
2.99
2.33
2.16
2.33
2. 16
•
•
I 130
1 270
1
1
1
1
3
3
..
174
•
l H-12E,4T
FlI · 1100
11).80

..
10.80
12.41
12.60
,.
9.08
8.56
1.50
..
l.31
3.OS
2.80
229
220
2.29
2.20 •
1406
1247
1
1
1
1 ,3 174
255
RH-llOOS 9.08 2.79 2.20 2.20 • 1587 1 1·2 '·6 259

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A
Rotor
B C
Length
D
Width
E FI
T~d
Fl
Tread
G
Wh eel
Maxi mum
~rn'
:"(0 . of SealS
Fu~ l
-~
Mudei di allleler Le ngth fuselage fuselage He ight forward . f< base weigbt capo RfF 'f
C omoanv deslguatiou (m) over-a ll (m) (m) (m) (m) (m) (m) (1<,) Engines Crew Passo (L) cat.
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2 3 4 5 6 7 8 9 10 11 (2 13 14 15 I ~
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Silvercreft SlI·4 9.03 ) 0.47 7.65 2.32 ~ 98 1:74 1.74 • 862 1 1 2 110 I l~~
a·
Sikor.sky rn·53D 22m 26 .97 20.47 2.29 7.59 3.96 8.23 19 OSI 3 l 55 :2 232 3 I ~.
3 -55 16.18 19.00 12.85 1.58 4 .66 3.35 3.20 3260 1 2 7-10 700 2
g ·55A 16.1 5 18.98 12.85 1.58 4.65 1.42 3.35 3.20 3400 1 2 7· 10 100 2
g· 56 21.95 2U4 19.80 2.36 6.55 - M2 11.25 14 060 2 2 20 I s 15

..
3
S-58T 17.07 20.06 14.69 1.52 4 .85 - 3.66 8.61 5896 1 2 15 I 070 2
3 -6 1 18.90 22.14 18.16 1.98 5. 13 - 3.96 7.16 8 630 2 2 25 2
g ·61L 18.90 22.21 22.12 1.98 5.11 3.96 7. 17 8610 2 3 as I ~ 50 2
g ·61N 18m 22.25 18.10 1.98 5.64 4.21 7. 16 9299 2 3 26-28 I ~ 52 2
S-61R 18.90 22.25 17.80 1.98 5.55 4 .06 5. 19 10 000 2 3 30 2 ~5 9 2
3 ·62 16.15 18.97 13.59 1.62 4.88 3.35 5.43 3400 1 2 12 " 2
S-62A J6.15 19.00 13.58 1.62 4.81 3.(,6 5.49 3 40 0 1 1-2 10 70 9 2
S·6 2C 16.15 18.97 13.59 1.62 4.81 3.68 5.20 3 760 1 2 10 I 125 2
,. 7.44
'.
S·64E 21.95 26 .97 21.39 7.74 6.02 19051 2 2-3 45 3 328 3
S·64F 22.02 26 .97 2 l.39 7.72 602 7.44 21 319 2 2 3 33 28 3
S-76 13.4 1 16.00 13.22 1.93 4.4 1 - 2.44 5.00 4 672 2 2 12 I 060 2
3-76B 13.4 1 16.00 13.43 W 4.4 1 - 2.44 5.00 5 307 2 2 12·\3 1 064 2
1II1-3E 11.90 22 .25 17.45 1.98 5.51 4.06 5.2 1 l O 002 2 2 25-30 ., 2
UII-60A 16.36 19.76 15.Ui 236 5. 13 2.70 8.83 9 185 2 2-3 11 ., 2

Vorlol Yl1C-IB 17.98 29.72 15.24 3.79 5.59 - 3.15 640 14 970 2 ,. '. ., 3

10.14 12.29 9.29 1.55 294 2.64 2.64 277 2 490 1 1 ~, 719 1
Wesllantl Wa'l'
WCSI't:1. 31 11.07 20.06 15.29 1.68 4.85 1(,6 8.58 6120 1 2 10 ( 364 2
Whirlwind 112 16.15 18.90 12.9<l UQ 4.77 1.42 3.43 3.84 3630 1 2 8 660 2
\Vhirlwi lld 3 16.15 18.90 13.% 1.:12 4 .77 1.42 3.43 3.84 3630 1 2 s 81 ' 2

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 Appendix 2
GLOSSARY OF TERMS
The followi ng terras with lhe associated defin itions are used
throughout this manu al:
A erodrome. An arca 0 0 lhe ground or water de signed
primarily for lhe use of acroplanes.
Av taxi way. A defined path on lhe surface estabtís bed to
pe rm it lhe movement of heli copters abo ve it while
remainíng in grou nd effect ai gro und speeds no!
e xceedíng 37 km/h ( 20 kt ).
A i' tran sít route. A tkfint:d path ou lhe surtace es tabl lshed
to permit lhe movement of heliccptcrs above it,
normally ai beigbts not above 30 m (100 fi) above
grou nd levei and ar ground speeds in excess of 37 kmlh
(2 0kl) .
Approoch surfau. An inclined plane ar a combínaticn of
planes sloping upwards (rum lhe end of lhe safety area ,
cemred 0 0 a line passíng through lhe centre and through
w tuch no o hstacle may pe netra te .
Conicat suifau. A surfac c stoping upwards and o utwards
from lhe pcriphcry of lhe inner horizontal surface or
outer limit of the transítional surtace if an inner
horizontal surface ís not provfded.
Eleva/eJ heliporl. An area 00 a raísed struct urc on land
desig natcd for the amver and dc part ure of hehcopters .
F ;nol appFOQeh and take-off a r ea (FA TO ). A defined area
c ver whic h lhe final phase of the approach manoe uvre
to hcver or landing is completed and from whieh the
take-o ff ma noe uvre ís conuncoced and, wh ere the
FATO ts lo be used by performance clas s I helicoptcrs,
inclu des the rejec red take -off area availablc.
Ground ef/eet. The rcaction to lhe do wnward airftow
c.hrollg h lhe helicopter rolor slJi king lhe ground o r
water. whieh enhanccs lhe lift forr;çs acting 00 lhe
helicop ter.
97
GrounJ tlJXiway. A defined path 0 0 lhe surface established
10 permit lhe movement over lhe ground of wheeled
helicopters under the ir own power. I
Helicopter clearway. A defined area on the surface beyond
lhe RTOOA and under lhe control of lhe appropria te
authoriry, selecled andfor preparcd as a suitable area
over whlch a performance class I belícop ter may
accelerate and achicvc a spccific hcight and in wtnch
lighrwe igh t and frang ible objects only are pcrmí ttcd .
Heli.declc. An area tocated o n a floating or fixed structu rc
offshore designated for use hy helicopters.
He liport. Ao aerodro me or a de fined arca on a struc ture
mte nded to be used wholly or in part for lhe arrival,
depa rture and surface move ment of helicopte rs.
Heliport elevaJion. The elev ation of lhe highest poínt of lhe
landin g arca.
R eliport n/en flee poinJ. Tbe designarcd geographical
íoc euon of a heliport,
Inner horizontal surface. A circular surface locetcd in a
horizontal pla ne abo ve lhe FATO and us envírons and
designed to allow safe visual manoeuvring by
helíccpt ers .
lAnJing dü ton ce avaiÚJble (LDA H ). The length of lhe
r-ATO plus any additional area dcclared available and
s uitable for helicopters to comp lete lhe landi ng
manocuvrc from a defined height.
Reje cted take. off distance avaiW,le (TODA R). lhe lc ngth
of thc FATO declared availablc and suitable for
performance c1ass I hdicopters to complete a rejeeled
I
tak e-off.
Sof ety auo. 00 a heliport. a dcfincd area surrounding the
FATO which is free of obstadcli, olher than those
98
req uired for aír uavigation pu rposes , and iute uded to
reduce the risk of damage to belicoptera accidentally
divcrging from the FATO.
Takll.ofl climb surface. Ao íncnned plane, a cornhination
of planes orowhen a tum is involved, a complex surfecc
~ lllpi ng UPWaro5 f tom lhe cnd of lhe safcty area, ceurred
ou a linc passing through thc centre of lhe fATO and
thro ugh which no obsu ctes ma y pe netrare.
TilM,olJ dístance avai1able (TODA l/). Tbc Icngth of the
FATO plus the length of lhe clearway (if provided)
dec lareú availablc and suitable for helicopters to
comp lete the take-off.
Take-ofl manoe uvre. Th e evol ution o f moving from the
bover aftcr lift-o ff into forward ffight, accelerating to
climb ing speed and achíevíng li stipulared height.
Take .o/f spau rcquired. Th e sp ace req ulred ancr a single
engine fa.ils immediately after take-off, for lhe dec ísion
-END-
Hetipon Manual
to continue lhe take-ort. accelerare to oae-engíne-
inopcretívc spced and climb on one engjne to a height
of 10.7 m (35 ft ) ecc vc ground or wa eer rever.
Touchdown and lf/t-off area (TWF). A load bearing area
ou the FATO or in a separate discrete tccenca 0 0 which
a belicopter may touc h down or Iift off.
Translsiona l surf au. A co mplex s urface along the side s of
thc safeI)' arca and parts of the approach s urface, tha t
stopes upwards and outwards to the inner horizontal
surface ar a predetermined height and wberein a
he lícop ter may carry out a safe rnissed approec h.
Watel' helipOrl. A belipor t on water intended for use by
hclicopters specil ically equipped and approved in
relevant Flighl Manuals for routine watcr operations or
rcj ccted teke-offa on to watcr.
Winching un a. Ao area intended to be used for ncncop ter
winching operations onty.