Vastus päringule

Valge 4 / 11413 Tallinn / 620 1200 / [email protected] / www.transpordiamet.ee

Registrikood 70001490

Anti Annus

Paide Linnavalitsus

[email protected]

Keskväljak 14

72711, Paide, Järva maakond

Teie 13.03.2024 nr 7-1/24/18-1

Meie 04.04.2024 nr 7.2-3/24/4396-2

Haigla kopteriväljaku planeerimise

tingimused

Austatud hr Annus

Esitame vastavalt Teie taotlusele tingimused haigla kopteriväljaku rajamiseks. Tingimuste aluseks

on Rahvusvahelise Tsiviillennunduse Konventsiooni lisa 14 II osa (ICAO Annex 14 Volume II).

Kuna nõuete täitmise võimalusi on mitmeid, on käesolevas kirjas esitatud Eestis enim kasutatud

lahendused. Kirja manuses on ICAO Annex 14 II osa, millest saab vajadusel täpsemalt lugeda.

Eelduseks on võetud, et tegu saab olema maapinnal asuva kopteriväljakuga, hoone katusel asuva

kopteriplatsi korral on paljud tingimused erinevad. Kriitiliseks kopteritüübiks on valitud Agusta

Westland 139, mida kasutab hädaabi- ja meditsiinilendude tegemiseks Politsei- ja Piirivalveameti

piirivalveosakonna lennusalk.

1. Lõpplähenemis- ja stardisirge ala (FATO). FATO miinimummõõtmed peavad olema 1,5 korda

suuremad seda kasutava kopteri suurimast ulatusest, mis lennusalga kasutatava Agusta

Westland 139 kopteri puhul on u 16,7 meetrit. Ehk siis peab FATO alasse mahtuma ring

diameetriga 25 meetrit. FATO kandevõime peab olema 6,4 tonni. FATO alalt peab liigvesi

kiirelt maha nõrguma, samas ei tohi platsi üldine kalle olla üle 2%. FATO pind peab olema

tasane ning pidama vastu kopteri rootori tekitatavale õhuvoolule, st sellest ei tohi tükke ega

kilde eralduda.

2. FATO peab olema ümbritsetud ohutusalaga, ringikujulise FATO korral peab ohutusala välimise

külje diameeter olema 31,2 meetrit. Ohutusalale FATO tasapinnast kõrgemale on lubatud

paigaldada ainult kergesti purunevaid objekte, mis oma funktsiooni täitmiseks seal olema

peavad.

3. FATO keskel peab olema maandumis- ja tõusuala (TLOF). TLOF alasse peab mahtuma ring

diameetriga vähemalt 13,9 meetrit, TLOF kandevõime peab olema vähemalt 6,4 tonni. Ala

peab taluma nii staatilist kui dünaamilist koormust.

4. Kopteriväljaku tuvastustähis – FATO ja TLOFi keskel valge rist, millel omakorda keskel on

punane H-täht. Täht peab olema märgitud soovitava lähenemis- ja tõususuunaga paralleelselt.

Risti ja tähe mõõdud esitatud joonisel 5-4:

2 (3)

5. Maksimaalse lubatava massi tähistus väljendatuna tonnides (nt 6,4 t). Märgitakse TLOF või

FATO alale selliselt, et oleks peamiselt lähenemissuunalt loetav. Märgitakse valge värviga,

tähemärgi minimaalne suurus on 90 cm.

6. D-väärtuse märgistus. D-väärtus on kopteri suurim ulatus pearootori eesmisest tipust kuni

sabarootori tagumise otsani, Agusta Westland 139 kopteri korral 16,7 meetrit (märgistus

ümardatakse lähima täisarvuni, seega 17 m). Märgitakse TLOF või FATO alale selliselt, et

oleks peamiselt lähenemissuunalt loetav. Märgitakse valge värviga, tähemärgi minimaalne

suurus on 90 cm.

7. FATO perimeetri tähistus – valge katkendjoon, joone pikkus 1,5 m, joone laius 30 cm.

Joontevaheline kaugus 1,5-2 m.

8. TLOF perimeetri tähistus – vähemalt 30 cm lai pidev valge joon.

9. TLOF perimeetri tuled – tulede värv roheline, peavad olema igast suunast nähtavad. Peavad

olema süvistuled. Ringikujulise TLOFi korral peab olema vähemalt 14 tuld.

10. Tuulekott. Peab olema maanduvale ja tõusvale kopterile nähtav, samas ei tohi olla mõjutatud

rootori õhuvoolust. Tuulekoti miinimummõõtmed – pikkus 1,2 m, laiema otsa läbimõõt 0,3 m,

kitsama otsa läbimõõt 0,15 m. Värv peab olema vähemalt 200 m kõrguselt õhust vaadeldes

silmatorkav, soovitavalt oranž. Kui kopteriväljakut kasutatakse öisel ajal, peab tuulekott olema

valgustatud. Tuulekoti kõrgus pole reglementeeritud, see peab asuma eemal objektidest, mis

võivad tuule suunda ja kiirust mõjutada, et tuulekott kajastaks võimalikult täpselt FATO ja

TLOFi tuuleolusid.

11. Nõuded kopteriväljaku piirangupindadele on sätestatud majandus- ja taristuministri

01.06.2015 määruse nr 50 „Lennuvälja ja kopteriväljaku lähiümbruse mõõtmed ja

3 (3)

kõrguspiirangute miinimum- ja maksimummõõtmed ning lähiümbruse mõõtmete ja

kõrguspiirangute miinimumnõuded“ lisas 3. Meditsiinilende teenindava kopteriväljaku saab

rajada, kui sinna on võimalik projekteerida tõusu-ja lähenemistrajektoor, mis oleksid omavahel

vähemalt 150-kraadise nurga all (ideaalis 180 kraadi) ja mille glissaad on 4,5% (glissaadi

kategooria A). Oluline on, et kopteriväljaku lähenemis- ja tõususuundades poleks

lähiümbruses kõrgeid takistusi (hooned, puud, mastid jms).

Lugupidamisega

(allkirjastatud digitaalselt)

Üllar Salumäe

direktor

lennundusteenistus

Lisa: ICAO Annex 14 II osa

Andres Lainoja

[email protected]

ORGANISATION DE L’AVIATION CIVILE INTERNATIONALE

Partie 2 — Systèmes de communications vocales

Annexe 10

Practices (SARPs), see Foreword. For informtion regarding the applicability of the Standards and Recommended

and supersedes, on 23 November 2006, all previous editions of Annex 10, Volume 1. This edition incorporates all amendments adopted by the Council prior to 25 February 2006

Partie 1 — Systèmes de communication de données numériques

VOLUME III: Systèmes de télécommunication XXXX Edition, 20XX

xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx

XXXXXXXXXXXXXXX XXXXXXXX

INTERNATIONAL CIVIL AVIATION ORGANIZATI

14

i , see Chapt r 1, 1.2 an the Foreword. ation regarding the a plicab lity of the Standards and Recommended

This edition supersedes, n 5 November 2020 all previous editions of Annex 14, Volume II.

Volume II Heliports

Fifth Edition, July 2020

to the Convention on International Civil Aviation

Aerodromes

International Standards and Recommended Practices

ORGANISATION DE L’AVIATION CIVILE INTERNATIONALE

Partie 2 — Systèmes de communicati ns vocales

Anne e 10

Practices (SARPs), see Foreword. For informtion regarding he applic bility of the Standards and Recommended

and up rsedes, on 23 Nov mber 2006, all previous editions of Annex 10, Volume 1. This editio incorporates all amendments adopted by the Council p ior to 25 February 2006

Partie 1 — Sys èmes de co munication de données numériques

VOLUME III: Systèmes de télé ommunication XXXX Edition, 20XX

xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx

XXXXXXXXXXXXXXX XXXXXXXX

INTERNATIONAL CIVIL AVIATION ORGANIZATION

Annex 14

Practices, see Chapter 1, 1.2 and the Foreword. For information regarding the applicability of the Standards and Recommended

This edition supersedes, on 5 November 2020 all previous editions of Annex 14, Volume II.

Volume II Heliports

Fifth Edition, July 2020

to the Convention on International Civil Aviation

Aerodromes

International Standards and Recommended Practices

Published in separate English, Arabic, Chinese, French, Russian and Spanish editions by the INTERNATIONAL CIVIL AVIATION ORGANIZATION 999 Robert-Bourassa Boulevard, Montréal, Quebec, Canada H3C 5H7 For ordering information and for a complete listing of sales agents and booksellers, please go to the ICAO website at www.icao.int First edition 1990 Fourth edition 2013 Fifth edition 2020 Annex 14, Aerodromes — Volume II, Heliports Order Number: AN 14-2 ISBN 978-92-9258-959-2 © ICAO 2020 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means, without prior permission in writing from the International Civil Aviation Organization.

(iii)

AMENDMENTS

Amendments are announced in the supplements to the Catalogue of ICAO

Publications; the Catalogue and its supplements are available on the ICAO website

at www.icao.int. The space below is provided to keep a record of such amendments.

RECORD OF AMENDMENTS AND CORRIGENDA

AMENDMENTS CORRIGENDA

No.

Date

applicable

Date

entered

Entered

by No.

Date

of issue

Date

entered

Entered

by

1-9 Incorporated in this edition

ANNEX 14 — VOLUME II (v) 5/11/20

TABLE OF CONTENTS

Page Abbreviations and symbols........................................................................................................................................... (viii)

Publications.................................................................................................................................................................... (x)

FOREWORD ................................................................................................................................................................. (xi) CHAPTER 1. General ............................................................................................................................................. 1-1

1.1 Definitions .................................................................................................................................................... 1-1

1.2 Applicability................................................................................................................................................. 1-3

1.3 Common reference systems ........................................................................................................................ 1-4

1.3.1 Horizontal reference system......................................................................................................... 1-4

1.3.2 Vertical reference system ............................................................................................................. 1-4

1.3.3 Temporal reference system .......................................................................................................... 1-4 CHAPTER 2. Heliport data ................................................................................................................................... 2-1

2.1 Aeronautical data ......................................................................................................................................... 2-1

2.2 Heliport reference point............................................................................................................................... 2-1

2.3 Heliport elevations ....................................................................................................................................... 2-1

2.4 Heliport dimensions and related information............................................................................................. 2-2

2.5 Declared distances ....................................................................................................................................... 2-2

2.6 Coordination between aeronautical information services and heliport authorities.................................. 2-3

2.7 Rescue and firefighting................................................................................................................................ 2-3 CHAPTER 3. Physical characteristics.................................................................................................................. 3-1

3.1 Onshore heliports ......................................................................................................................................... 3-1

— Final approach and take-off area (FATO) .......................................................................................... 3-1

— Safety areas ........................................................................................................................................... 3-3

— Protected side slope .............................................................................................................................. 3-4

— Helicopter clearways ............................................................................................................................ 3-5

— Touchdown and lift-off area (TLOF) .................................................................................................. 3-5

— Helicopter taxiways and taxi-routes .................................................................................................... 3-7

— Helicopter taxiways.............................................................................................................................. 3-7

— Helicopter taxi-routes........................................................................................................................... 3-8

— Helicopter ground taxi-routes .............................................................................................................. 3-8

— Helicopter air taxi-routes ..................................................................................................................... 3-9

— Helicopter stands .................................................................................................................................. 3-10

— Protection areas .................................................................................................................................... 3-11

— Location of a FATO in relation to a runway or taxiway.................................................................... 3-12

Annex 14 — Aerodromes Volume II

5/11/20 (vi)

Page

3.2 Helidecks ...................................................................................................................................................... 3-17

— FATOs and TLOFs .............................................................................................................................. 3-17

3.3 Shipboard heliports ...................................................................................................................................... 3-19

— FATOs and TLOFs .............................................................................................................................. 3-19

CHAPTER 4. Obstacle environment .................................................................................................................... 4-1

4.1 Obstacle limitation surfaces and sectors .................................................................................................... 4-1

— Approach surface.................................................................................................................................. 4-1

— Transitional surface .............................................................................................................................. 4-2

— Take-off climb surface ......................................................................................................................... 4-2

— Obstacle-free sector/surface — helidecks........................................................................................... 4-3

— Limited obstacle sector/surface — helidecks ..................................................................................... 4-4

4.2 Obstacle limitation requirements ................................................................................................................ 4-4

— Surface-level heliports ......................................................................................................................... 4-4

— Elevated heliports ................................................................................................................................. 4-11

— Helidecks .............................................................................................................................................. 4-11

— Shipboard heliports .............................................................................................................................. 4-12

CHAPTER 5. Visual aids ........................................................................................................................................ 5-1

5.1 Indicators ...................................................................................................................................................... 5-1

5.1.1 Wind direction indicators ............................................................................................................. 5-1

5.2 Markings and markers ................................................................................................................................. 5-2

5.2.1 Winching area marking ................................................................................................................ 5-2

5.2.2 Heliport identification marking.................................................................................................... 5-3

5.2.3 Maximum allowable mass marking............................................................................................. 5-7

5.2.4 D-value marking ........................................................................................................................... 5-9

5.2.5 FATO perimeter marking or markers for surface-level heliports .............................................. 5-9

5.2.6 FATO designation markings for runway-type FATOs .............................................................. 5-11

5.2.7 Aiming point marking .................................................................................................................. 5-11

5.2.8 TLOF perimeter marking ............................................................................................................. 5-12

5.2.9 Touchdown/positioning marking ................................................................................................. 5-13

5.2.10 Heliport name marking ................................................................................................................. 5-14

5.2.11 Helideck obstacle-free sector (chevron) marking ....................................................................... 5-15

5.2.12 Helideck and shipboard heliport surface marking ...................................................................... 5-16

5.2.13 Helicopter taxiway markings and markers .................................................................................. 5-16

5.2.14 Helicopter air taxi-route markings and markers ......................................................................... 5-17

5.2.15 Helicopter stand markings............................................................................................................ 5-18

5.2.16 Flight path alignment guidance marking ..................................................................................... 5-19

5.3 Lights ............................................................................................................................................................ 5-21

5.3.1 General .......................................................................................................................................... 5-21

5.3.2 Heliport beacon ............................................................................................................................. 5-21

5.3.3 Approach lighting system............................................................................................................. 5-22

5.3.4 Flight path alignment guidance lighting system ......................................................................... 5-24

5.3.5 Visual alignment guidance system .............................................................................................. 5-25

Table of contents Annex 14 — Aerodromes

(vii) 5/11/20

Page

5.3.6 Visual approach slope indicator ................................................................................................... 5-25

5.3.7 FATO lighting systems for onshore surface-level heliports ...................................................... 5-26

5.3.8 Aiming point lights ....................................................................................................................... 5-26

5.3.9 TLOF lighting system................................................................................................................... 5-27

5.3.10 Helicopter stand floodlighting ..................................................................................................... 5-29

5.3.11 Winching area floodlighting ........................................................................................................ 5-30

5.3.12 Taxiway lights ............................................................................................................................... 5-30

5.3.13 Visual aids for denoting obstacles outside and below the obstacle limitation surface............. 5-31

5.3.14 Floodlighting of obstacles ............................................................................................................ 5-31

CHAPTER 6. Heliport emergency response........................................................................................................ 6-1

6.1 Heliport emergency planning ...................................................................................................................... 6-1

6.2 Rescue and firefighting................................................................................................................................ 6-2

6.2.1 Applicability.................................................................................................................................. 6-2

6.2.2 Level of protection provided........................................................................................................ 6-2

6.2.3 Extinguishing agents..................................................................................................................... 6-3

6.2.4 Response time ............................................................................................................................... 6-6

6.2.5 Rescue arrangements .................................................................................................................... 6-7

6.2.6 Communication and alerting system ........................................................................................... 6-7

6.2.7 Personnel ....................................................................................................................................... 6-7

6.2.8 Means of escape ............................................................................................................................ 6-7

APPENDIX. International Standards and Recommended Practices for instrument heliports with

non-precision and/or precision approaches and instrument departures .......................................... APP-1

1. General ......................................................................................................................................................... APP-1

2. Heliport data ................................................................................................................................................. APP-1

3. Physical characteristics................................................................................................................................ APP-2

4. Obstacle environment .................................................................................................................................. APP-2

5. Visual aids .................................................................................................................................................... APP-9

______________________

Annex 14 — Aerodromes Volume II

5/11/20 (viii)

ABBREVIATIONS AND SYMBOLS

(used in Annex 14, Volume II)

Abbreviations

AIP Aeronautical Information Publication

APAPI Abbreviated precision approach path indicator

ASPSL Arrays of segmented point source lighting

cd Candela

cm Centimetre

DIFFS Deck integrated firefighting system

FAS Fixed application system

FATO Final approach and take-off area

FFAS Fixed foam application system

FMS Fixed monitor system

ft Foot

GNSS Global navigation satellite system

HAPI Helicopter approach path indicator

HFM Helicopter flight manual

Hz Hertz

kg Kilogram

km/h Kilometre per hour

kt Knot

L Litre

lb Pounds

LDAH Landing distance available

L/min Litre per minute

LOA Limited obstacle area

LOS Limited obstacle sector

LP Luminescent panel

m Metre

MAPt Missed approach point

MTOM Maximum take-off mass

NVIS Night vision imaging systems

OFS Obstacle-free sector

OLS Obstacle limitation surface

PAPI Precision approach path indicator

PFAS Portable foam application system

PinS Point-in-space

RFF Rescue and firefighting

RFFS Rescue and firefighting service

R/T Radiotelephony or radio communications

RTOD Rejected take-off distance

RTODAH Rejected take-off distance available

s Second

t Tonne (1 000 kg)

TDPC Touchdown/positioning circle

TDPM Touchdown/positioning marking

TLOF Touchdown and lift-off area

TODAH Take-off distance available

UCW Undercarriage width

VASI Visual approach slope indicator

Abbreviations and symbols; manuals Annex 14 — Aerodromes

(ix) 5/11/20

VSS Visual segment surface

Symbols

° Degree

= Equals

% Percentage

 Plus or minus

Annex 14 — Aerodromes Volume II

5/11/20 (x)

PUBLICATIONS

(related to the specifications of this Annex)

Aerodrome Design Manual (Doc 9157)

Part 1 — Runways

Part 2 — Taxiways, Aprons and Holding Bays

Part 3 — Pavements

Part 4 — Visual Aids

Part 5 — Electrical Systems

Part 6 — Frangibility

Aeronautical Information Services Manual (Doc 8126)

Airport Planning Manual (Doc 9184)

Part 1 — Master Planning

Part 2 — Land Use and Environmental Control

Part 3 — Guidelines for Consultant/Construction Services

Airport Services Manual (Doc 9137)

Part 1 — Rescue and Fire Fighting

Part 2 — Pavement Surface Conditions

Part 3 — Wildlife Control and Reduction

Part 4 — Fog Dispersal (withdrawn)

Part 5 — Removal of Disabled Aircraft

Part 6 — Control of Obstacles

Part 7 — Airport Emergency Planning

Part 8 — Airport Operational Services

Part 9 — Airport Maintenance Practices

Heliport Manual (Doc 9261)

Procedures for Air Navigation Services — Aeronautical Information Management (PANS-AIM) (Doc 10066)

Procedures for Air Navigation Services — Aircraft Operations (PANS-OPS) (Doc 8168)

Volume I — Flight Procedures

Volume II — Construction of Visual and Instrument Flight Procedures

World Geodetic System — 1984 (WGS-84) Manual (Doc 9674)

______________________

ANNEX 14 — VOLUME II (xi) 5/11/20

FOREWORD

Historical background

Standards and Recommended Practices for aerodromes were first adopted by the Council on 29 May 1951 pursuant to the

provisions of Article 37 of the Convention on International Civil Aviation (Chicago 1944) and designated as Annex 14 to the

Convention. The document containing these Standards and Recommended Practices is now designated as Annex 14,

Volume I, to the Convention. In general, Volume I addresses planning, design and operation of aerodromes but is not

specifically applicable to heliports. Therefore, Volume II was introduced as a means of including provisions for heliports. Proposals for comprehensive

Standards and Recommended Practices covering all aspects of heliport planning, design and operation have been developed

with the assistance of the Visual Aids Panel and the Helicopter Operations Panel. Table A shows the origin of the provisions in this volume, together with a list of the principal subjects involved and the

dates on which the Annex and subsequent amendments were adopted by the Council, when they became effective and when

they became applicable.

Action by Contracting States

Notification of differences. The attention of Contracting States is drawn to the obligation imposed by Article 38 of the

Convention by which Contracting States are required to notify the Organization of any differences between their national

regulations and practices and the International Standards contained in this Annex and any amendments thereto. Contracting

States are invited to extend such notification to any differences from Recommended Practices contained in this Annex and

any amendments thereto, when the notification of such differences is important for the safety of air navigation. Further,

Contracting States are invited to keep the Organization currently informed of any differences which may subsequently occur,

or of the withdrawal of any differences previously notified. A specified request for notification of differences will be sent to

Contracting States immediately after the adoption of each amendment to this Annex. The attention of States is also drawn to the provisions of Annex 15 related to the publication of differences between their

national regulations and practices and the related ICAO Standards and Recommended Practices through the Aeronautical

Information Service, in addition to the obligation of States under Article 38 of the Convention. Promulgation of information. The establishment and withdrawal of and changes to facilities, services and procedures

affecting aircraft operations provided in accordance with the Standards and Recommended Practices specified in this Annex

should be notified and take effect in accordance with the provisions of Annex 15.

Status of Annex components

An Annex is made up of the following component parts, not all of which, however, are necessarily found in every Annex;

they have the status indicated: 1.— Material comprising the Annex proper: a) Standards and Recommended Practices adopted by the Council under the provisions of the Convention. They

are defined as follows:

Annex 14 — Aerodromes Volume II

5/11/20 (xii)

Standard: Any specification for physical characteristics, configuration, matériel, performance, personnel or

procedure, the uniform application of which is recognized as necessary for the safety or regularity of

international air navigation and to which Contracting States will conform in accordance with the Convention; in

the event of impossibility of compliance, notification to the Council is compulsory under Article 38.

Recommended Practice: Any specification for physical characteristics, configuration, matériel, performance,

personnel or procedure, the uniform application of which is recognized as desirable in the interest of safety,

regularity or efficiency of international air navigation, and to which Contracting States will endeavour to

conform in accordance with the Convention.

b) Appendices comprising material grouped separately for convenience but forming part of the Standards and

Recommended Practices adopted by the Council.

c) Definitions of terms used in the Standards and Recommended Practices which are not self-explanatory in that

they do not have accepted dictionary meanings. A definition does not have independent status but is an essential

part of each Standard and Recommended Practice in which the term is used, since a change in the meaning of

the term would affect the specification.

d) Tables and Figures which add to or illustrate a Standard or Recommended Practice and which are referred to

therein, form part of the associated Standard or Recommended Practice and have the same status.

2.— Material approved by the Council for publication in association with the Standards and Recommended Practices:

a) Forewords comprising historical and explanatory material based on the action of the Council and including an

explanation of the obligations of States with regard to the application of the Standards and Recommended

Practices ensuing from the Convention and the Resolution of Adoption.

b) Introductions comprising explanatory material introduced at the beginning of parts, chapters or sections of the

Annex to assist in the understanding of the application of the text.

c) Notes included in the text, where appropriate, to give factual information or references bearing on the Standards

or Recommended Practices in question, but not constituting part of the Standards or Recommended Practices.

d) Attachments comprising material supplementary to the Standards and Recommended Practices, or included as a

guide to their application.

Selection of language

This Annex has been adopted in six languages — English, Arabic, Chinese, French, Russian and Spanish. Each Contracting

State is requested to select one of those texts for the purpose of national implementation and for other effects provided for in

the Convention, either through direct use or through translation into its own national language, and to notify the Organization

accordingly.

Editorial practices

The following practice has been adhered to in order to indicate at a glance the status of each statement: Standards have been

printed in light face roman; Recommended Practices have been printed in light face italics, the status being indicated by the

prefix Recommendation; Notes have been printed in light face italics, the status being indicated by the prefix Note.

Foreword Annex 14 — Aerodromes

(xiii) 5/11/20

The following editorial practice has been followed in the writing of specifications: for Standards the operative verb

“shall” is used, and for Recommended Practices the operative verb “should” is used.

The units of measurement used in this document are in accordance with the International System of Units (SI) as

specified in Annex 5 to the Convention on International Civil Aviation. Where Annex 5 permits the use of non-SI alternative

units these are shown in parentheses following the basic units. Where two sets of units are quoted it must not be assumed that

the pairs of values are equal and interchangeable. It may, however, be inferred that an equivalent level of safety is achieved

when either set of units is used exclusively.

Any reference to a portion of this document, which is identified by a number and/or title, includes all subdivisions of that

portion.

Table A. Amendments to Annex 14, Volume II

Amendment Source(s) Subject(s)

Adopted

Effective

Applicable

1st Edition Fourth Meeting of the

ANC Helicopter

Operations Panel;

Eleventh Meeting of the

ANC Visual Aids Panel

and Secretariat

Physical characteristics; obstacle limitation surfaces; visual aids for visual

meteorological conditions; rescue and firefighting services.

19 March 1990

30 July 1990

15 November 1990

1

(2nd Edition)

Twelfth Meeting of the

ANC Visual Aids Panel

and Secretariat

Standard geodetic reference system (WGS-84); frangibility; visual aids for

helicopter non-precision approaches; and visual alignment guidance system.

13 March 1995

24 July 1995

19 November 1995

2 Air Navigation

Commission

Aeronautical databases and vertical component of the World Geodetic

System — 1984 (WGS-84).

21 March 1997

21 July 1997

16 November 1997

3 Fourteenth Meeting of the

ANC Visual Aids Panel

and Secretariat

Definitions of calendar, datum, Gregorian calendar and obstacle; common

reference systems; heliport dimensions and related information; touchdown and

lift-off area lighting system; Appendix 1 — Aeronautical Data Quality

Requirements.

27 February 2004

12 July 2004

25 November 2004

4

(3rd Edition)

First Meeting of the

Aerodromes Panel

Introductory note; definitions of air transit route, declared distances, dynamic

load-bearing surface, final approach and take-off area, helicopter air taxiway,

helicopter clearway, helicopter ground taxiway, helicopter stand, helideck,

obstacle, protection area, rejected take-off area, shipboard heliport, static load-

bearing surface, taxi-route, touchdown and lift-off area, winching area;

applicability; physical characteristics for surface-level heliports, elevated

heliports, helidecks, and shipboard heliports; obstacle limitation surfaces and

sectors and requirements for helidecks and shipboard heliports; winching area

marking; heliport identification marking; maximum allowable mass marking;

maximum allowable D-value marking; touchdown and lift-off area marking;

touchdown/positioning marking; helideck obstacle-free sector marking; helideck

surface marking; and helideck prohibited landing sector marking.

14 March 2009

20 July 2009

19 November 2009

Annex 14 — Aerodromes Volume II

5/11/20 (xiv)

Amendment Source(s) Subject(s)

Adopted

Effective

Applicable

5

(4rd Edition)

Second Meeting of the

Aerodromes Panel (AP/2)

Secretariat supported by

the AIS to AIM Study

Group (AIS-AIMSG)

Definitions of D, helicopter taxi-route, helideck, heliport elevation, integrity

classification, point-in-space approach, point-in-space visual segment, runway-

type FATO and surface-level heliport; applicability; integrity of aeronautical data;

physical characteristics for surface-level heliports; helidecks, shipboard heliports;

obstacle environment, including obstacle limitation surfaces and sectors and

obstacle limitation requirements; visual aids, including winching area marking,

heliport identification marking, maximum allowable mass marking, D-value

marking, final approach and take-off area dimension(s) marking, final approach

and take-off area perimeter marking or markers for surface-level heliports, aiming

point marking, touchdown/positioning marking, heliport name marking, helideck

obstacle-free sector (chevron) marking, helideck and shipboard heliport surface

marking, helideck prohibited landing sector markings, helicopter ground taxiway

markings and markers, helicopter air taxiway markings and markers; helicopter

stand markings; flight path alignment guidance marking, flight path alignment

guidance lighting system Appendix 1, Aeronautical Data Quality Requirements;

Appendix 2, International Standards and Recommended Practices for Instrument

Heliports with non-precision and/or precision Approaches and Instrument

Departures.

27 February 2013

15 July 2013

14 November 2013

6 Seventh, eighth, ninth,

tenth and eleventh

meetings of the

Instrument Flight

Procedures Panel

Working Group of

the Whole

(IFPP/WG-WHL/7, 8, 9,

10 and 11)

Definitions of heliport reference point and landing location; heliport data;

Appendix 1, Aeronautical Data Quality Requirements.

3 March 2014

14 July 2014

13 November 2014

7 Third meeting of the

Aerodromes Panel (AP/3)

Removal of redundant definitions; object height in obstacle-free sector of

helidecks and shipboard heliports; heliport identification marking; heliport

emergency planning.

22 February 2016

11 July 2016

10 November 2016

8 Twelfth Meeting of the

Aeronautical Information

Service (AIS)

Aeronautical Information

Management (AIM)

Study Group

(AIS-AIMGS/12)

Consequential amendment related to change of references, data quality

requirements and performance-based data error detection requirements as a result

of the restructuring of Annex 15 and the introduction of PANS-AIM (Doc 10066).

9 March 2018

16 July 2018

8 November 2018

9

(5th Edition)

Third meeting of the

Aerodrome Design and

Operations Panel

(ADOP/3)

Definitions of Design D, D-value, dynamic load-bearing surface, elongated,

helicopter stand, helicopter taxiway, helicopter taxi-route, heliport reference

point, protection area, touchdown/positioning circle, and touchdown/positioning

marking; physical characteristics; visual aids; and rescue and firefighting.

9 March 2020

20 July 2020

5 November 2020

______________________

ANNEX 14 — VOLUME II 1-1 5/11/20

INTERNATIONAL STANDARDS

AND RECOMMENDED PRACTICES

CHAPTER 1. GENERAL

Introductory Note.— Annex 14, Volume II, contains Standards and Recommended Practices (specifications) that

prescribe the physical characteristics and obstacle limitation surfaces to be provided for at heliports, and certain facilities

and technical services normally provided at a heliport. It is not intended that these specifications limit or regulate the

operation of an aircraft.

When designing a heliport, the critical design helicopter, having the largest set of dimensions and the greatest maximum

take-off mass (MTOM) the heliport is intended to serve, would need to be considered.

It is to be noted that provisions for helicopter flight operations are contained in Annex 6, Part III.

1.1 Definitions

Annex 14, Volume I, contains definitions for the terms which are used in both volumes. Those definitions are not reproduced

in this volume, with the exception of the following two, which are included for ease of reference:

Heliport. An aerodrome or a defined area on a structure intended to be used wholly or in part for the arrival, departure and

surface movement of helicopters.

Obstacle. All fixed (whether temporary or permanent) and mobile objects, or parts thereof, that:

a) are located on an area intended for the surface movement of aircraft; or

b) extend above a defined surface intended to protect aircraft in flight; or

c) stand outside those defined surfaces and that have been assessed as being a hazard to air navigation.

The following list contains definitions of terms that are used only in Volume II, with the meanings given below.

D. The largest overall dimension of the helicopter when rotor(s) are turning measured from the most forward position of the

main rotor tip path plane to the most rearward position of the tail rotor tip path plane or helicopter structure.

Design D. The D of the design helicopter.

D-value. A limiting dimension, in terms of “D”, for a heliport, helideck or shipboard heliport, or for a defined area within.

Declared distances — heliports.

a) Take-off distance available (TODAH). The length of the FATO plus the length of helicopter clearway (if provided)

declared available and suitable for helicopters to complete the take-off.

Annex 14 — Aerodromes Volume II

5/11/20 1-2

b) Rejected take-off distance available (RTODAH). The length of the FATO declared available and suitable for

helicopters operated in performance class 1 to complete a rejected take-off.

c) Landing distance available (LDAH). The length of the FATO plus any additional area declared available and

suitable for helicopters to complete the landing manoeuvre from a defined height.

Dynamic load-bearing surface. A surface capable of supporting the loads generated by a helicopter in motion.

Elevated heliport. A heliport located on a raised structure on land.

Elongated. When used with TLOF or FATO, elongated means an area which has a length more than twice its width.

Final approach and take-off area (FATO). A defined area over which the final phase of the approach manoeuvre to hover or

landing is completed and from which the take-off manoeuvre is commenced. Where the FATO is to be used by

helicopters operated in performance class 1, the defined area includes the rejected take-off area available.

Helicopter clearway. A defined area on the ground or water, selected and/or prepared as a suitable area over which a

helicopter operated in performance class 1 may accelerate and achieve a specific height.

Helicopter stand. A defined area intended to accommodate a helicopter for purposes of: loading or unloading passengers,

mail or cargo; fuelling, parking or maintenance; and, where air taxiing operations are contemplated, the TLOF.

Helicopter taxiway. A defined path on a heliport intended for the ground movement of helicopters and that may be combined

with an air taxi-route to permit both ground and air taxiing.

Helicopter taxi-route. A defined path established for the movement of helicopters from one part of a heliport to another.

a) Air taxi-route. A marked taxi-route intended for air taxiing.

b) Ground taxi-route. A taxi-route centred on a taxiway.

Helideck. A heliport located on a fixed or floating offshore facility such as an exploration and/or production unit used for the

exploitation of oil or gas.

Heliport elevation. The elevation of the highest point of the FATO.

Heliport reference point (HRP). The designated location of a heliport.

Point-in-space (PinS) approach. The point-in-space approach is based on GNSS and is an approach procedure designed for

helicopter only. It is aligned with a reference point located to permit subsequent flight manoeuvring or approach and

landing using visual manoeuvring in adequate visual conditions to see and avoid obstacles.

Point-in-space (PinS) visual segment. This is the segment of a helicopter PinS approach procedure from the MAPt to the

landing location for a PinS “proceed visually” procedure. This visual segment connects the PinS to the landing location.

Note.— The procedure design criteria for a PinS approach and the detailed design requirements for a visual segment

are established in the Procedures for Air Navigation Services — Aircraft Operations (PANS-OPS, Doc 8168).

Protection area. A defined area surrounding a stand intended to reduce the risk of damage from helicopters accidentally

diverging from the stand.

Rejected take-off area. A defined area on a heliport suitable for helicopters operating in performance class 1 to complete a

rejected take-off.

Chapter 1 Annex 14 — Aerodromes

1-3 5/11/20

Runway-type FATO. A FATO having characteristics similar in shape to a runway.

Safety area. A defined area on a heliport surrounding the FATO which is free of obstacles, other than those required for air

navigation purposes, and intended to reduce the risk of damage to helicopters accidentally diverging from the FATO.

Shipboard heliport. A heliport located on a ship that may be purpose or non-purpose-built. A purpose-built shipboard

heliport is one designed specifically for helicopter operations. A non-purpose-built shipboard heliport is one that utilizes

an area of the ship that is capable of supporting a helicopter but not designed specifically for that task.

Static load-bearing surface. A surface capable of supporting the mass of a helicopter situated upon it.

Surface-level heliport. A heliport located on the ground or on a structure on the surface of the water.

Touchdown and lift-off area (TLOF). An area on which a helicopter may touch down or lift off.

Touchdown/positioning circle (TDPC). A touchdown positioning marking (TDPM) in the form of a circle used for

omnidirectional positioning in a TLOF.

Touchdown/positioning marking (TDPM). A marking or set of markings providing visual cues for the positioning of

helicopters.

Winching area. An area provided for the transfer by helicopter of personnel or stores to or from a ship.

1.2 Applicability

Note.— The dimensions discussed in this Annex are based on consideration of single-main-rotor helicopters. For

tandem-rotor helicopters the heliport design will be based on a case-by-case review of the specific models using the basic

requirement for a safety area and protection areas specified in this Annex. The specifications of the main chapters of this

Annex are applicable for visual heliports that may or may not incorporate the use of a Point-in-space approach or departure.

Additional specifications for instrument heliports with non-precision and/or precision approaches and instrument departures

are detailed in the Appendix. The specifications of this Annex are not applicable for water heliports (touchdown or lift -off on

the surface of the water).

1.2.1 The interpretation of some of the specifications in this Annex expressly requires the exercising of discretion, the

taking of a decision or the performance of a function by the appropriate authority. In other specifications, the expression

appropriate authority does not actually appear although its inclusion is implied. In both cases, the responsibility for whatever

determination or action is necessary shall rest with the State having jurisdiction over the heliport.

1.2.2 The specifications in this Annex shall apply to all heliports intended to be used by helicopters in international

civil aviation. They shall apply equally to areas for the exclusive use of helicopters at an aerodrome primarily meant for the

use of aeroplanes. Where relevant, the provisions of Annex 14, Volume I, shall apply to the helicopter operations being

conducted at such an aerodrome.

1.2.3 Unless otherwise specified, the specification for a colour referred to in this Annex shall be that contained in

Appendix 1 to Annex 14, Volume I.

Annex 14 — Aerodromes Volume II

5/11/20 1-4

1.3 Common reference systems

1.3.1 Horizontal reference system

World Geodetic System — 1984 (WGS-84) shall be used as the horizontal (geodetic) reference system. Reported

aeronautical geographical coordinates (indicating latitude and longitude) shall be expressed in terms of the WGS-84 geodetic

reference datum.

Note.— Comprehensive guidance material concerning WGS-84 is contained in the World Geodetic System — 1984

(WGS-84) Manual (Doc 9674).

1.3.2 Vertical reference system

Mean sea level (MSL) datum, which gives the relationship of gravity-related height (elevation) to a surface known as the

geoid, shall be used as the vertical reference system.

Note 1.— The geoid globally most closely approximates MSL. It is defined as the equipotential surface in the gravity

field of the Earth which coincides with the undisturbed MSL extended continuously through the continents.

Note 2.— Gravity-related heights (elevations) are also referred to as orthometric heights while distances of poin ts above

the ellipsoid are referred to as ellipsoidal heights.

1.3.3 Temporal reference system

1.3.3.1 The Gregorian calendar and Coordinated Universal Time (UTC) shall be used as the temporal reference system.

1.3.3.2 When a different temporal reference system is used, this shall be indicated in GEN 2.1.2 of the Aeronautical

Information Publication (AIP).

______________________

ANNEX 14 — VOLUME II 2-1 5/11/20

CHAPTER 2. HELIPORT DATA

2.1 Aeronautical data

2.1.1 Determination and reporting of heliport-related aeronautical data shall be in accordance with the accuracy and

integrity classification required to meet the needs of the end-users of aeronautical data.

Note.— Specifications concerning the accuracy and integrity classification of heliport-related aeronautical data are

contained in the PANS-AIM (Doc 10066), Appendix 1.

2.1.2 Digital data error detection techniques shall be used during the transmission and/or storage of aeronautical data

and digital data sets.

Note.— Detailed specifications concerning digital data error detection techniques are contained in the PANS-AIM

(Doc 10066).

2.2 Heliport reference point

2.2.1 A heliport reference point shall be established for a heliport not collocated with an aerodrome.

Note.— When the heliport is collocated with an aerodrome, the established aerodrome reference point serves both

aerodrome and heliport.

2.2.2 The heliport reference point shall be located near the initial or planned geometric centre of the heliport and shall

normally remain where first established.

2.2.3 The position of the heliport reference point shall be measured and reported to the aeronautical information

services authority in degrees, minutes and seconds.

2.3 Heliport elevations

2.3.1 The heliport elevation and geoid undulation at the heliport elevation position shall be measured and reported to

aeronautical information services to the accuracy of one-half metre or foot.

2.3.2 The elevation of the TLOF and/or the elevation and geoid undulation of each threshold of the FATO (where

appropriate) shall be measured and reported to aeronautical information services to the accuracy of one-half metre or foot.

Note.— Geoid undulation must be measured in accordance with the appropriate system of coordinates.

Annex 14 — Aerodromes Volume II

5/11/20 2-2

2.4 Heliport dimensions and related information

2.4.1 The following data shall be measured or described, as appropriate, for each facility provided on a heliport:

a) heliport type — surface-level, elevated, shipboard or helideck;

b) TLOF — dimensions to the nearest metre or foot, slope, surface type, bearing strength in tonnes (1 000 kg);

c) FATO — type of FATO, true bearing to one-hundredth of a degree, designation number (where appropriate), length

and width to the nearest metre or foot, slope, surface type;

d) safety area — length, width and surface type;

e) helicopter taxiway and helicopter taxi-route — designation, width, surface type;

f) apron — surface type, helicopter stands;

g) clearway — length, ground profile; and

h) visual aids for approach procedures, marking and lighting of FATO, TLOF, helicopter taxiways, helicopter taxi-

routes and helicopter stands.

2.4.2 The geographical coordinates of the geometric centre of the TLOF and/or of each threshold of the FATO (where

appropriate) shall be measured and reported to aeronautical information services in degrees, minutes, seconds and hundredths

of seconds.

2.4.3 The geographical coordinates of appropriate centre line points of helicopter taxiways and helicopter taxi-routes

shall be measured and reported to aeronautical information services in degrees, minutes, seconds and hundredths of seconds .

2.4.4 The geographical coordinates of each helicopter stand shall be measured and reported to aeronautical information

services in degrees, minutes, seconds and hundredths of seconds.

2.4.5 The geographical coordinates of obstacles in Area 2 (the part within the heliport boundary) and in Area 3 shall be

measured and reported to the aeronautical information services authority in degrees, minutes, seconds and tenths of seconds.

In addition, the top elevation, type, marking and lighting (if any) of obstacles shall be reported to aeronautical informatio n

services.

Note.— PANS-AIM (Doc 10066), Appendix 8, provides requirements for obstacle data determination in Areas 2 and 3.

2.5 Declared distances

The following distances to the nearest metre or foot shall be declared, where relevant, for a heliport:

a) take-off distance available;

b) rejected take-off distance available; and

c) landing distance available.

Chapter 2 Annex 14 — Aerodromes

2-3 5/11/20

2.6 Coordination between aeronautical

information services and heliport authorities

2.6.1 To ensure that aeronautical information services units obtain information to enable them to provide up-to-date

pre-flight information and to meet the need for in-flight information, arrangements shall be made between aeronautical

information services and heliport authorities responsible for heliport services to report to the responsible aeronautical

information services unit, with a minimum of delay:

a) information on heliport conditions;

b) the operational status of associated facilities, services and navigation aids within their area of responsibili ty;

c) any other information considered to be of operational significance.

2.6.2 Before introducing changes to the air navigation system, due account shall be taken by the services responsible

for such changes of the time needed by the aeronautical information service for the preparation, production and issue of

relevant material for promulgation. To ensure timely provision of the information to aeronautical information services, close

coordination between those services concerned is therefore required.

2.6.3 Of a particular importance are changes to aeronautical information that affect charts and/or computer-based

navigation systems which qualify to be notified by the aeronautical information regulation and control (AIRAC) system, as

specified in Annex 15, Chapter 6. The predetermined, internationally agreed AIRAC effective dates shall be observed by the

responsible heliport services when submitting the raw information/data to aeronautical information services.

Note.— Detailed specifications concerning the AIRAC system are contained in the PANS-AIM (Doc 10066), Chapter 6.

2.6.4 The heliport services responsible for the provision of raw aeronautical information/data to aeronautical

information services shall do that while taking into account accuracy and integrity requirements necessary to meet the needs

of the end-user of aeronautical data.

Note 1.— Specifications concerning the accuracy and integrity classification of heliport-related aeronautical data are

contained in the PANS-AIM (Doc 10066), Appendix 1.

Note 2.— Specifications for the issue of a NOTAM and SNOWTAM are contained in Annex 15, Chapter 6 and the

PANS-AIM (Doc 10066), Appendices 3 and 4, respectively.

Note 3.— AIRAC information is distributed by aeronautical information services at least 42 days in advance of the

AIRAC effective dates with the objective of reaching recipients at least 28 days in advance of the effective date.

Note 4.— The schedule of the predetermined internationally agreed AIRAC common effective dates at intervals of

28 days and guidance for AIRAC use are contained in the Aeronautical Information Services Manual (Doc 8126, Chapter 2).

2.7 Rescue and firefighting

Note.— See 6.2 for information on rescue and firefighting services.

2.7.1 Information concerning the level of protection provided at a heliport for helicopter rescue and firefighting

purposes shall be made available.

Annex 14 — Aerodromes Volume II

5/11/20 2-4

2.7.2 Recommendation.— The level of protection normally available at a heliport should be expressed in terms of the

category of the rescue and firefighting service as described in 6.2 and in accordance with the types and amounts of

extinguishing agents normally available at the heliport.

2.7.3 Changes in the level of protection normally available at a heliport for rescue and firefighting shall be notified to

the appropriate aeronautical information services units and, where applicable, air traffic units to enable them to provide the

necessary information to arriving and departing helicopters. When such a change has been corrected, the above units shall be

advised accordingly.

Note. — Changes in the level of protection from that normally available at the heliport could result from, but may not be

limited to, a change in the availability of extinguishing agent or equipment used to deliver agents, or of personnel used to

operate the equipment.

2.7.4 Recommendation.— A change should be expressed in terms of the new category of the rescue and firefighting

service available at the heliport.

______________________

ANNEX 14 — VOLUME II 3-1 5/11/20

CHAPTER 3. PHYSICAL CHARACTERISTICS

3.1 Onshore heliports

Note 1.— The provisions given in this section are based on the design assumption that no more than one helicopter will

be in the FATO at the same time.

Note 2.— The design provisions given in this section assume when conducting operations to a FATO in proximity to

another FATO, these operations will not be simultaneous. If simultaneous helicopter operations are required, appropriate

separation distances between FATOs need to be determined, giving due regard to such issues as rotor downwash and

airspace, and ensuring the flight paths for each FATO, defined in Chapter 4, do not overlap . Further guidance on this issue

is given in the Heliport Manual (Doc 9261).

Note 3.— The provisions given in this section are common for surface-level heliports and elevated heliports unless

otherwise specified.

Note 4.— Guidance on the minimum size for elevated FATO/TLOF in order to permit facilitation of essential operations

around the helicopter is given in the Heliport Manual (Doc 9261).

Note 5.— Guidance on structural design to account for the presence on elevated heliports of personnel, snow, freight,

and refuelling and firefighting equipment, etc. is given in the Heliport Manual (Doc 9261).

Note 6.— Guidance on siting of a heliport and the location of the various defined areas, with due consideration of the

effects of rotor downwash and other aspects of helicopter operations on third parties , is given in the Heliport Manual

(Doc 9261).

Final approach and take-off area (FATO)

Note. — Guidance on siting and orientation of the FATO at a heliport to minimize interference of arrival and departure

tracks with areas approved for residential use and other noise-sensitive areas close to the heliport is given in the Heliport

Manual (Doc 9261).

3.1.1 A FATO shall:

a) provide:

1) an area free of obstacles, except for essential objects which because of their function are located on it, and of

sufficient size and shape to ensure containment of every part of the design helicopter in the final phase of

approach and commencement of take-off in accordance with the intended procedures;

Note.— Essential objects are visual aids (e.g. lighting) or others (e.g. firefighting systems) necessary for

safety purposes. For further requirements regarding penetration of a FATO by essential objects, see 3.1.4.

2) when solid, a surface which is resistant to the effects of rotor downwash; and

i) when collocated with a TLOF, is contiguous and flush with the TLOF, has bearing strength capable of

withstanding the intended loads and ensures effective drainage; or

Annex 14 — Aerodromes Volume II

5/11/20 3-2

ii) when not collocated with a TLOF, is free of hazards should a forced landing be required;

Note.— Resistant implies that effects from rotor downwash neither cause a degradation of the surface nor

result in flying debris.

and b) be associated with a safety area. 3.1.2 A heliport shall be provided with at least one FATO, which need not be solid.

Note.— A FATO may be located on or near a runway strip or taxiway strip. 3.1.3 The minimum dimensions of a FATO shall be: a) where intended to be used by helicopters operated in performance class 1:

1) the length of the rejected take-off distance (RTOD) for the required take-off procedure prescribed in the

helicopter flight manual (HFM) of the helicopters for which the FATO is intended, or 1.5 Design D, whichever

is greater; and 2) the width for the required procedure prescribed in the HFM of the helicopters for which the FATO is intended,

or 1.5 Design D, whichever is greater; and

b) where intended to be used by helicopters operated in performance class 2 or 3, the lesser of: 1) an area within which can be drawn a circle of diameter of 1.5 Design D; or

2) when there is a limitation on the direction of approach and touchdown, an area of sufficient width to meet the

requirement of 3.1.1 a) 1) but not less than 1.5 times the overall width of the design helicopter.

Note 1.— The RTOD is intended to ensure containment of the helicopter during a rejected take-off. Although some

HFMs provide the RTOD, in others the dimension provided is the “minimum demonstrated … size” (where “…” could be

“heliport”, “runway”, “helideck”, etc.) and this may not include helicopter containment. When this is the case, it is

necessary to consider sufficient safety area dimensions as well as the dimensions of l.5·D for the FATO, should the HFM not

deliver data. For further guidance see the Heliport Manual (Doc 9261).

Note 2.— Local conditions, such as elevation, temperature and permitted manoeuvring may need to be considered when

determining the size of a FATO. Guidance is given in the Heliport Manual (Doc 9261).

3.1.4 Essential objects located in a FATO shall not penetrate a horizontal plane at the FATO elevation by more than

5 cm.

3.1.5 Recommendation.— When the FATO is solid, the slope should not:

a) except as provided in b) or c) below, exceed 2 per cent in any direction;

b) when the FATO is elongated and intended to be used by helicopters operated in performance class 1, exceed 3 per

cent overall, or have a local slope exceeding 5 per cent; and

c) when the FATO is elongated and intended to be used solely by helicopters operated in performance class 2 or 3,

exceed 3 per cent overall, or have a local slope exceeding 7 per cent.

Chapter 3 Annex 14 — Aerodromes

3-3 5/11/20

3.1.6 Recommendation.— The FATO should be located so as to minimize the influence of the surrounding

environment, including turbulence, which could have an adverse impact on helicopter operations.

Note.— Guidance on determining the influence of turbulence is given in the Heliport Manual (Doc 9261). If turbulence

mitigating design measures are warranted but not practical, operational limitations may need to be considered under certain

wind conditions.

3.1.7 A FATO shall be surrounded by a safety area which need not be solid.

Safety areas

3.1.8 A safety area shall provide:

a) an area free of obstacles, except for essential objects which because of their function are located on it, to compensate

for manoeuvring errors; and

b) when solid, a surface which is contiguous and flush with the FATO, is resistant to the effects of rotor downwash and

ensures effective drainage.

3.1.9 The safety area surrounding a FATO shall extend outwards from the periphery of the FATO for a dis tance of at

least 3 m or 0.25 Design D, whichever is greater (see Figure 3-1).

3.1.10 No mobile object shall be permitted in a safety area during helicopter operations.

3.1.11 Essential objects located in the safety area shall not penetrate a surface originating at the edge of the FATO at a

height of 25 cm above the plane of the FATO sloping upwards and outwards at a gradient of 5 per cent.

3.1.12 Recommendation.— When solid, the slope of the safety area should not exceed an upward slope of 4 per cent

outwards from the edge of the FATO.

Figure 3-1. FATO and associated safety area

FATO

Safety area = at least 3m or 0.25 design D

FATO

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5/11/20 3-4

Protected side slope

3.1.13 A heliport shall be provided with at least one protected side slope, rising at 45 degrees from the edge of the

safety area and extending to a distance of 10 m (see Figure 3-2).

3.1.14 Recommendation.— A heliport should be provided with at least two protected side slopes, rising at 45 degrees

outward from the edge of the safety area and extending to a distance of 10 m.

3.1.15 The surface of a protected side slope shall not be penetrated by obstacles.

Note.— These diagrams show a number of configurations of FATO/safety areas/side slopes. For a more complex

departure/arrival arrangement which consists of: two surfaces that are not diametrically opposed; more than two surfaces;

or an extensive obstacle-free sector which abuts directly to the FATO, it can be seen that appropriate provisions are

necessary to ensure that there are no obstacles between the FATO and/or safety area and the departure/arrival surfaces.

Figure 3-2. FATO simple/complex safety area and side slope protection

Slide-slope

Slide-slopeSlide-slope

Slide-slope leg end

Standard Recommendation

Departure/arrival surface Departure/arrival surface

Departure/arrival surface

Departure/arrival surface

D ep

ar tu

re /a

rr iv

al s

ur fa

ce

Departure/arrival surface Departure/arrival surface

Slide-slope

Departure/arrival surface Departure/arrival surface

Chapter 3 Annex 14 — Aerodromes

3-5 5/11/20

Helicopter clearways

Note.— The inclusion of detailed specifications for helicopter clearways in this section is not intended to imply that a

clearway has to be provided.

3.1.16 A helicopter clearway shall provide:

a) an area free of obstacles, except for essential objects which because of their function are located on it, and of

sufficient size and shape to ensure containment of the design helicopter when it is accelerating in level flight, and

close to the surface, to achieve its safe climbing speed; and

b) when solid, a surface which is contiguous and flush with the FATO, is resistant to the effects of rotor downwash and

is free of hazards should a forced landing be required.

3.1.17 When a helicopter clearway is provided, it shall be located beyond the end of the FATO.

3.1.18 Recommendation.— The width of a helicopter clearway should not be less than that of the FATO and

associated safety area (see Figure 3-1).

3.1.19 Recommendation.— When solid, the ground in a helicopter clearway should not project above a plane having

an overall upward slope of 3 per cent, or having a local upward slope exceeding 5 per cent, the lower limit of this plane

being a horizontal line which is located on the periphery of the FATO.

3.1.20 Recommendation.— An object situated in a helicopter clearway, which may endanger helicopters in the air,

should be regarded as an obstacle and should be removed.

Touchdown and lift-off area (TLOF)

3.1.21 A TLOF shall:

a) provide:

1) an area free of obstacles and of sufficient size and shape to ensure containment of the undercarriage of the most

demanding helicopter the TLOF is intended to serve in accordance with the intended orientation;

2) a surface which:

i) has sufficient bearing strength to accommodate the dynamic loads associated with the anticipated type of

arrival of the helicopter at the designated TLOF;

ii) is free of irregularities that would adversely affect the touchdown or lift-off of helicopters;

iii) has sufficient friction to avoid skidding of helicopters or slipping of persons; and

iv) is resistant to the effects of rotor downwash;

v) ensures effective drainage while having no adverse effect on the control or stability of a helicopter during

touchdown and lift-off, or when stationary;

and

b) be associated with a FATO or a stand.

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5/11/20 3-6

3.1.22 A heliport shall be provided with at least one TLOF.

3.1.23 A TLOF shall be provided whenever it is intended that the undercarriage of the helicopter will touch down

within a FATO or stand, or lift off from a FATO or stand.

3.1.24 The minimum dimensions of a TLOF shall be:

a) when in a FATO intended to be used by helicopters operated in performance class 1, the dimensions for the required

procedure prescribed in the HFMs of the helicopters for which the TLOF is intended; and

b) when in a FATO intended to be used by helicopters operated in performance class 2 or 3, or in a stand:

1) when there is no limitation on the direction of touchdown, of sufficient size to contain a circle of diameter of at

least 0.83 D of:

i) in a FATO, the design helicopter; or

ii) in a stand, the largest helicopter the stand is intended to serve; and

2) when there is a limitation on the direction of touchdown, of sufficient width to meet the requirement of

3.1.21 a) 1) but not less than twice the undercarriage width (UCW) of:

i) in a FATO, the design helicopter; or

ii) in a stand, the most demanding helicopter the stand is intended to serve.

3.1.25 For an elevated heliport, the minimum dimensions of a TLOF, when in a FATO, shall be of sufficient size to

contain a circle of diameter of at least 1 Design D.

3.1.26 Recommendation.— The slope on a TLOF should not:

a) except as provided in b) or c) below, exceed 2 per cent in any direction;

b) when the TLOF is elongated and intended to be used by helicopters operated in performance class 1 , exceed 3 per

cent overall, or have a local slope exceeding 5 per cent; and

c) when the TLOF is elongated and intended to be used solely by helicopters operated in performance class 2 or 3,

exceed 3 per cent overall, or have a local slope exceeding 7 per cent.

3.1.27 Recommendation.— When a TLOF is within a FATO, it should be:

a) centred on the FATO; or

b) for an elongated FATO, centred on the longitudinal axis of the FATO.

3.1.28 When a TLOF is within a helicopter stand, it shall be centred on the stand.

3.1.29 A TLOF shall be provided with markings which clearly indicate the touchdown position and, by their form, any

limitations on manoeuvring.

Note.— When a TLOF in a FATO is larger than the minimum dimensions, the touchdown/positioning marking (TDPM)

may be offset while ensuring containment of the undercarriage within the TLOF and the helicopter within the FATO.

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3.1.30 Recommendation.— Where an elongated performance class 1 FATO/TLOF contains more than one TDPM,

measures should be in place to ensure that only one can be used at a time.

3.1.31 Recommendation.— Where alternative TDPMs are provided, they should be placed to ensure containment of

the undercarriage within the TLOF and the helicopter within the FATO.

Note.— The efficacy of the rejected take-off or landing distance will be dependent upon the helicopter being correctly

positioned for take-off or landing.

3.1.32 Safety devices such as safety nets or safety shelves shall be located around the edge of an elevated heliport but

shall not exceed the height of the TLOF.

Helicopter taxiways and taxi-routes

Note 1.— The specifications for ground taxi-routes and air taxi-routes are intended for the safety of simultaneous

operations during the manoeuvring of helicopters. The effect of wind velocity/turbulence induced by rotor downwash would

need to be considered.

Note 2.— The defined areas addressed in this section are:

a) taxiways associated with air taxi-routes which may be used by both wheeled and skidded helicopters for either

ground or air taxiing;

b) ground taxi-routes which are meant for use by wheeled helicopters for ground taxiing only; and

c) air taxi-routes which are meant for use by air taxiing only.

Helicopter taxiways

Note 1.— A helicopter taxiway is intended to permit the surface movement of a wheeled helicopter under its own power.

Note 2.— A helicopter taxiway may be used by a wheeled helicopter for air taxi if associated with a helicopter air taxi-

route.

Note 3.— When a taxiway is intended for use by aeroplanes and helicopters, the provisions for aeroplane taxiways,

taxiway strips, helicopter taxiways and taxi-routes will be taken into consideration and the more stringent requirements will

be applied.

3.1.33 A helicopter taxiway shall:

a) provide:

1) an area free of obstacles and of sufficient width to ensure containment of the undercarriage of the most

demanding wheeled helicopter the taxiway is intended to serve;

2) a surface which:

i) has bearing strength to accommodate the taxiing loads of the helicopters the taxiway is intended to serve;

ii) is free of irregularities that would adversely affect the ground taxiing of helicopters; and

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iii) is resistant to the effects of rotor downwash;

iv) ensures effective drainage while having no adverse effect on the control or stability of a wheeled helicopter

when being manoeuvred under its own power, or when stationary;

and

b) be associated with a taxi-route.

3.1.34 The minimum width of a helicopter taxiway shall be the lesser of: a) twice the UCW of the most demanding helicopter the taxiway is intended to serve; or

b) a width meeting the requirements of 3.1.33 a) 1). 3.1.35 Recommendation.— The transverse slope of a taxiway should not exceed 2 per cent and the longitudinal slope

should not exceed 3 per cent.

Helicopter taxi-routes

3.1.36 A helicopter taxi-route shall provide:

a) an area free of obstacles, except for essential objects which because of their function are located on it, established

for the movement of helicopters; of sufficient width to ensure containment of the largest helicopter the taxi-route is

intended to serve; and b) when solid, a surface which is resistant to the effects of rotor downwash; and 1) when collocated with a taxiway:

i) is contiguous and flush with the taxiway;

ii) does not present a hazard to operations; and

iii) ensures effective drainage; and

2) when not collocated with a taxiway, is free of hazards should a forced landing be required.

3.1.37 No mobile object shall be permitted on a taxi-route during helicopter operations.

Note.— See the Heliport Manual (Doc 9261) for further guidance.

3.1.38 Recommendation.— When solid and collocated with a taxiway, the taxi-route should not exceed an upward

transverse slope of 4 per cent outwards from the edge of the taxiway.

Helicopter ground taxi-routes

3.1.39 A helicopter ground taxi-route shall have a minimum width of 1.5 times the overall width of the largest

helicopter it is intended to serve, and be centred on a taxiway. (See Figure 3-3.)

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Figure 3-3. Helicopter taxiway/ground taxi-route

3.1.40 Essential objects located in a helicopter ground taxi-route shall not:

a) be located at a distance of less than 50 cm outwards from the edge of the helicopter taxiway; and

b) penetrate a surface originating 50 cm outwards of the edge of the helicopter taxiway and a height of 25 cm above the

surface of the taxiway and sloping upwards and outwards at a gradient of 5 per cent.

Helicopter air taxi-routes

Note.— A helicopter air-taxi route is intended to permit the movement of a helicopter above the surface at a height

normally associated with ground effect and at ground speed less than 37 km/h (20 kt).

3.1.41 A helicopter air taxi-route shall have a minimum width of twice the overall width of the largest helicopter it is

intended to serve.

3.1.42 If collocated with a taxiway for the purpose of permitting both ground and air taxi operations (see Figure 3-4):

a) the helicopter air taxi-route shall be centred on the taxiway; and

b) essential objects located in the helicopter air taxi-route shall not:

1) be located at a distance of less than 50 cm outwards from the edge of the helicopter taxiway; and

2) penetrate a surface originating 50 cm outwards of the edge of the helicopter taxiway and a height of 25 cm

above the surface of the taxiway and sloping upwards and outwards at a gradient of 5 per cent.

3.1.43 Recommendation.— When not collocated with a taxiway, the slopes of the surface of an air taxi-route should

not exceed the slope landing limitations of the helicopters the taxi-route is intended to serve. In any event, the transverse

slope should not exceed 10 per cent and the longitudinal slope should not exceed 7 per cent.

Taxiway

Ground taxi-route =

1.5 x largest overall width

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Figure 3-4. Helicopter air taxi-route and combined air taxi-route/taxiway

Helicopter stands

Note.— The provisions of this section do not specify the location for helicopter stands but allow a high degree of

flexibility in the overall design of the heliport. However, it is not considered good practice to locate helicopter stands under a

flight path. See the Heliport Manual (Doc 9261) for further guidance.

3.1.44 A helicopter stand shall:

a) provide:

1) an area free of obstacles and of sufficient size and shape to ensure containment of every part of the largest

helicopter the stand is intended to serve when it is being positioned within the stand;

2) a surface which:

i) is resistant to the effects of rotor downwash;

ii) is free of irregularities that would adversely affect the manoeuvring of helicopters;

iii) has bearing strength capable of withstanding the intended loads;

iv) has sufficient friction to avoid skidding of helicopters or slipping of persons; and

v) ensures effective drainage while having no adverse effect on the control or stability of a wheeled helicopter

when being manoeuvred under its own power, or when stationary;

and

b) be associated with a protection area.

Taxiway

Air taxi-route =

2 x largest overall width

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3.1.45 The minimum dimensions of a helicopter stand shall be:

a) a circle of diameter of 1.2 D of the largest helicopter the stand is intended to serve; or

b) when there is a limitation on manoeuvring and positioning, of sufficient width to meet the requirement of

3.1.44 a) 1) but not less 1.2 times overall width of largest helicopter the stand is intended to serve.

Note 1.— For a helicopter stand intended to be used for taxi-through only, a width less than 1.2 D but which provides

containment and still permits all required functions of a stand to be performed, might be used (in accordance with

3.1.44 a) 1)).

Note 2.— For a helicopter stand intended to be used for turning on the ground, the minimum dimensions may be

influenced by the turning circle data provided by the manufacturer and are likely to exceed 1.2 D. See the Heliport Manual

(Doc 9261) for further guidance.

3.1.46 Recommendation.— The mean slope of a helicopter stand in any direction should not exceed 2 per cent.

3.1.47 Each helicopter stand shall be provided with positioning markings to clearly indicate where the helicopter is to

be positioned and, by their form, any limitations on manoeuvring.

3.1.48 A stand shall be surrounded by a protection area which need not be solid.

Protection areas

3.1.49 A protection area shall provide:

a) an area free of obstacles, except for essential objects which because of their function are located on it; and

b) when solid, a surface which is contiguous and flush with the stand, is resistant to the effects of rotor downwash and

ensures effective drainage.

3.1.50 When associated with a stand designed for turning, the protection area shall extend outwards from the periphery

of the stand for a distance of 0.4 D (see Figure 3.5).

3.1.51 When associated with a stand designed for taxi-through, the minimum width of the stand and protection area

shall not be less than the width of the associated taxi-route (see Figures 3.6 and 3.7).

3.1.52 When associated with a stand designed for non-simultaneous use (see Figures 3.8 and 3.9):

a) the protection area of adjacent stands may overlap but shall not be less than the required protection area for the

larger of the adjacent stands; and

b) the adjacent non-active stand may contain a static object but it shall be wholly within the boundary of the stand.

Note.— To ensure that only one of the adjacent stands is active at a time, instruction to pilots in the AIP make clear that

a limitation on the use of the stands is in force.

3.1.53 No mobile object shall be permitted in a protection area during helicopter operations.

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3.1.54 Essential objects located in the protection area shall not:

a) if located at a distance of less than 0.75 D from the centre of the helicopter stand, penetrate a surface at a height of

5 cm above the surface of the central zone; and

b) if located at a distance of 0.75 D or more from the centre of the helicopter stand, penetrate a surface at a height of

25 cm above the plane of the central zone and sloping upwards and outwards at a gradient of 5 per cent.

3.1.55 Recommendation.— When solid, the slope of a protection area should not exceed an upward slope of 4 per

cent outwards from the edge of the stand.

Location of a FATO in relation

to a runway or taxiway

3.1.56 Where a FATO is located near a runway or taxiway, and where simultaneous operations are planned, the

separation distance between the edge of a runway or taxiway and the edge of a FATO shall not be less than the appropriate

dimension in Table 3-1.

3.1.57 Recommendation.— A FATO should not be located:

a) near taxiway intersections or holding points where jet engine efflux is likely to cause high turbulence; or

b) near areas where aeroplane vortex wake generation is likely to exist.

Table 3-1. FATO minimum separation distance for simultaneous operations

If aeroplane mass and/or helicopter mass are

Distance between

FATO edge and

runway edge or

taxiway edge

up to but not including 3 175 kg 60 m

3 175 kg up to but not including 5 760 kg 120 m

5 760 kg up to but not including 100 000 kg 180 m

100 000 kg and over 250 m

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Figure 3-5. Turning stands (with air taxi-routes) — simultaneous use

All stands active

Air taxi-route

Lead-in lines

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Figure 3-6. Ground taxi-through stands

(with taxiway/ground taxi-route) simultaneous use

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Figure 3-7. Air taxi-through stands

(with air taxi-route) simultaneous use

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Figure 3-8. Turning stands (with air taxi-routes)

non-simultaneous use — outer stands active

Lead-in lines

Air taxi-route

Static object

Active stands

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Figure 3-9. Turning stands (with air taxi-route)

non-simultaneous use — inner stand active

3.2 Helidecks

Note.— The following specifications are for helidecks located on structures engaged in such activities as mineral

exploitation, research or construction. See 3.4 for shipboard heliport provisions. FATOs and TLOFs

Note 1.— For helidecks that have a 1 D or larger FATO it is presumed that the FATO and the TLOF will always occupy

the same space and have the same load bearing characteristics so as to be coincidental. For helidecks that are less than 1 D,

the reduction in size is only applied to the TLOF which is a load bearing area. In this case, the FATO remains at 1 D but the

portion extending beyond the TLOF perimeter need not be load bearing for helicopters. The TLOF and the FATO may be

assumed to be collocated.

Note 2.— Guidance on the effects of airflow direction and turbulence, prevailing wind velocity and high temperatures

from gas turbine exhausts or flare-radiated heat on the location of the FATO is given in the Heliport Manual (Doc 9261). Note 3.— Guidance on the design and markings for helideck parking areas is given in the Heliport Manual (Doc 9261).

Air taxi-route

Static object Static object

Active stand

Lead-in lines

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3.2.1 The specifications in paragraphs 3.3.14 and 3.3.15 shall be applicable for helidecks completed on or after

1 January 2012.

3.2.2 A helideck shall be provided with one FATO and one coincident or collocated TLOF.

3.2.3 A FATO may be any shape but shall be of sufficient size to contain an area within which can be accommodated a

circle of diameter of not less than 1 D of the largest helicopter the helideck is intended to serve.

3.2.4 A TLOF may be any shape but shall be of sufficient size to contain:

a) for helicopters with an MTOM of more than 3 175 kg, an area within which can be accommodated a circle of

diameter not less than 1 D of the largest helicopter the helideck is intended to serve; and

b) for helicopters with an MTOM of 3 175 kg or less, an area within which can be accommodated a circle of diameter

not less than 0.83 D of the largest helicopter the helideck is intended to serve.

3.2.5 Recommendation.— For helicopters with a MTOM of 3 175 kg or less, the TLOF should be of sufficient size to

contain an area within which can be accommodated a circle of diameter of not less than 1 D of the largest helicopter the

helideck is intended to serve.

3.2.6 A helideck shall be arranged to ensure that a sufficient and unobstructed air-gap is provided which encompasses

the full dimensions of the FATO.

Note.— Specific guidance on the characteristics of an air-gap is given in the Heliport Manual (Doc 9261). As a general

rule, except for shallow superstructures of three stories or less, a sufficient air -gap will be at least 3 m.

3.2.7 Recommendation.— The FATO should be located so as to avoid, as far as is practicable, the influence of

environmental effects, including turbulence, over the FATO, which could have an adverse impact on helicopter operations.

3.2.8 The TLOF shall be dynamic load-bearing.

3.2.9 The TLOF shall provide ground effect.

3.2.10 No fixed object shall be permitted around the edge of the TLOF except for frangible objects, which, because of

their function, must be located thereon.

3.2.11 For any TLOF 1 D or greater and any TLOF designed for use by helicopters having a D-value of greater than

16.0 m, objects installed in the obstacle-free sector whose function requires them to be located on the edge of the TLOF shall

not exceed a height of 25 cm.

3.2.12 Recommendation.— For any TLOF 1 D or greater and any TLOF designed for use by helicopters having a

D-value of greater than 16.0 m, objects installed in the obstacle-free sector whose function requires them to be located on the

edge of the TLOF should be as low as possible and in any case not exceed a height of 15 cm.

3.2.13 For any TLOF designed for use by helicopters having a D-value of 16.0 m or less, and any TLOF having

dimensions of less than 1 D, objects installed in the obstacle-free sector whose function requires them to be located on the

edge of the TLOF, shall not exceed a height of 5 cm.

Note.— Lighting that is mounted at a height of less than 25 cm is typically assessed for adequacy of visual cues before

and after installation.

3.2.14 Objects whose function requires them to be located within the TLOF (such as lighting or nets) shall not exceed a

height of 2.5 cm. Such objects shall only be present if they do not represent a hazard to helicopters .

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Note.— Examples of potential hazards include nets or raised fittings on the deck that might induce dynamic rollover for

helicopters equipped with skids.

3.2.15 Safety devices such as safety nets or safety shelves shall be located around the edge of a helideck but shall not

exceed the height of the TLOF.

3.2.16 The surface of the TLOF shall be skid-resistant to both helicopters and persons and be sloped to prevent pooling

of water.

Note.— Guidance on rendering the surface of the TLOF skid-resistant is contained in the Heliport Manual (Doc 9261).

3.3 Shipboard heliports

3.3.1 The specifications in paragraphs 3.3.16 and 3.3.17 shall be applicable to shipboard heliports completed on or

after 1 January 2012 and 1 January 2015, respectively.

3.3.2 When helicopter operating areas are provided in the bow or stern of a ship or are purpose-built above the ship’s

structure, they shall be regarded as purpose-built shipboard heliports.

FATOs and TLOFs

Note.— Except for the arrangement described in 3.4.8 b), for shipboard heliports it is presumed that the FATO and the

TLOF will be coincidental. Guidance on the effects of airflow direction and turbulence, prevailing wind velocity and high

temperature from gas turbine exhausts or flare-radiated heat on the location of the FATO is given in the Heliport Manual

(Doc 9261).

3.3.3 A shipboard heliport shall be provided with one FATO and one coincidental or collocated TLOF.

3.3.4 A FATO may be any shape but shall be of sufficient size to contain an area within which can be accommodated a

circle of diameter of not less than 1 D of the largest helicopter the heliport is intended to serve .

3.3.5 The TLOF of a shipboard heliport shall be dynamic load-bearing.

3.3.6 The TLOF of a shipboard heliport shall provide ground effect.

3.3.7 For purpose-built shipboard heliports provided in a location other than the bow or stern, the TLOF shall be of

sufficient size to contain a circle with a diameter not less than 1 D of the largest helicopter the heliport is intended to serve.

3.3.8 For purpose-built shipboard heliports provided in the bow or stern of a ship, the TLOF shall be of sufficient size to:

a) contain a circle with a diameter not less than 1 D of the largest helicopter the heliport is intended to serve; or

b) for operations with limited touchdown directions, contain an area within which can be accommodated two opposing

arcs of a circle with a diameter of not less than 1 D in the helicopter’s longitudinal direction. The minimum width of

the heliport shall be not less than 0.83 D. (See Figure 3-10.)

Note 1.— The ship will need to be manoeuvred to ensure that the relative wind is appropriate to the direction of the

helicopter touchdown heading.

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Note 2.— The touchdown heading of the helicopter is limited to the angular distance subtended by the 1 D arc headings,

minus the angular distance which corresponds to 15 degrees at each end of the arc.

3.3.9 For non-purpose-built shipboard heliports, the TLOF shall be of sufficient size to contain a circle with a diameter

not less than 1 D of the largest helicopter the heliport is intended to serve.

3.3.10 A shipboard heliport shall be arranged to ensure that a sufficient and unobstructed air-gap is provided which

encompasses the full dimensions of the FATO.

Note.— Specific guidance on the characteristics of an air-gap is given in the Heliport Manual (Doc 9261). As a general

rule, except for shallow superstructures of three stories or less, a sufficient air-gap will be at least 3 m.

3.3.11 Recommendation.— The FATO should be located so as to avoid, as far as is practicable, the influence of

environmental effects, including turbulence, over the FATO, which could have an adverse impact on helicopter operations.

3.3.12 No fixed object shall be permitted around the edge of the TLOF except for frangible objects, which, because of

their function, must be located thereon.

3.3.13 For any TLOF 1D or greater and any TLOF designed for use by helicopters having a D-value of greater than

16.0 m, objects installed in the obstacle-free sector whose function requires them to be located on the edge of the TLOF shall

not exceed a height of 25 cm.

3.3.14 Recommendation.— For any TLOF 1 D or greater and any TLOF designed for use by helicopters having a

D-value of greater than 16.0 m, objects installed in the obstacle-free sector whose function requires them to be located on the

edge of the TLOF should be as low as possible and in any case not exceed a height of 15 cm.

3.3.15 For any TLOF designed for use by helicopters having a D-value of 16.0 m or less, and any TLOF having

dimensions of less than 1 D, objects in the obstacle-free sector, whose function requires them to be located on the edge of the

TLOF, shall not exceed a height of 5 cm.

Note.— Lighting that is mounted at a height of less than 25 cm is typically assessed for adequacy of visual cues before

and after installation.

3.3.16 Objects whose function requires them to be located within the TLOF (such as lighting or nets) shall not exceed a

height of 2.5 cm. Such objects shall only be present if they do not represent a hazard to helicopters .

3.3.17 Safety devices such as safety nets or safety shelves shall be located around the edge of a shipboard heliport,

except where structural protection exists, but shall not exceed the height of the TLOF.

3.3.18 The surface of the TLOF shall be skid-resistant to both helicopters and persons.

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Figure 3-10. Shipboard permitted landing headings

for limited heading operations

______________________

D

Permitted heading landing arc

15°

15°

15°

15°

BOW

Arc of minimum value 1 D

0.83 D

ANNEX 14 — VOLUME II 4-1 5/11/20

CHAPTER 4. OBSTACLE ENVIRONMENT

Note.— The objectives of the specifications in this chapter are to describe the airspace around heliports so as to permit

intended helicopter operations to be conducted safely and to prevent, where appropriate State controls exist, heliports from

becoming unusable by the growth of obstacles around them. This is achieved by establishing a series of obstacle limitation

surfaces that define the limits to which objects may project into the airspace.

4.1 Obstacle limitation surfaces and sectors

Approach surface

4.1.1 Description. An inclined plane or a combination of planes or, when a turn is involved, a complex surface sloping

upwards from the end of the safety area and centred on a line passing through the centre of the FATO.

Note.— See Table 4-1 for dimensions and slopes of surfaces. See Figures 4-1, 4-2, 4-3 and 4-4 for depiction of surfaces.

4.1.2 Characteristics. The limits of an approach surface shall comprise:

a) an inner edge horizontal and equal in length to the minimum specified width/diameter of the FATO plus the safety

area, perpendicular to the centre line of the approach surface and located at the outer edge of the safety area;

b) two side edges originating at the ends of the inner edge diverging uniformly at a specified rate from the vertical

plane containing the centre line of the FATO; and:

c) an outer edge horizontal and perpendicular to the centre line of the approach surface and at a specified height of

152 m (500 ft) above the elevation of the FATO.

4.1.3 The elevation of the inner edge shall be the elevation of the FATO at the point on the inner edge that is

intersected by the centre line of the approach surface. For heliports intended to be used by helicopters operated in

performance class 1 and when approved by an appropriate authority, the origin of the inclined plane may be raised directly

above the FATO.

4.1.4 The slope(s) of the approach surface shall be measured in the vertical plane containing the centre line of the

surface.

4.1.5 In the case of an approach surface involving a turn, the surface shall be a complex surface containing the

horizontal normals to its centre line and the slope of the centre line shall be the same as that for a straight approach surface.

Note.— See Figure 4-5.

4.1.6 In the case of an approach surface involving a turn, the surface shall not contain more than one curved port ion.

4.1.7 Where a curved portion of an approach surface is provided, the sum of the radius of arc defining the centre line of

the approach surface and the length of the straight portion originating at the inner edge shall not be less than 575 m.

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4.1.8 Any variation in the direction of the centre line of an approach surface shall be designed so as not to necessitate a

turn radius less than 270 m.

Note.— For heliports intended to be used by helicopters operated in performance class 2 or 3, it is good practice for the

approach paths to be selected so as to permit safe forced landings or one-engine-inoperative landings such that, as a

minimum requirement, injury to persons on the ground or water or damage to property are minimized. The most critical

helicopter type for which the heliport is intended and the ambient conditions may be factors in determining the suitability o f

such areas.

Transitional surface

Note.— For a FATO at a heliport without a PinS approach incorporating a visual segment surface (VSS) there is no

requirement to provide transitional surfaces.

4.1.9 Description. A complex surface along the side of the safety area and part of the side of the approach/take-off

climb surface, that slopes upwards and outwards to a predetermined height of 45 m (150 ft).

Note.— See Figure 4-3. See Table 4-1 for dimensions and slopes of surfaces.

4.1.10 Characteristics. The limits of a transitional surface shall comprise:

a) a lower edge beginning at a point on the side of the approach/take-off climb surface at a specified height above the

lower edge extending down the side of the approach/take-off climb surface to the inner edge of the approach/take-

off climb surface and from there along the length of the side of the safety area parallel to the centre line of the

FATO; and

b) an upper edge located at a specified height above the lower edge as set out in Table 4-1.

4.1.11 The elevation of a point on the lower edge shall be:

a) along the side of the approach/take-off climb surface — equal to the elevation of the approach/take-off climb surface

at that point; and

b) along the safety area — equal to the elevation of the inner edge of the approach/take-off climb surface.

Note 1.— If the origin of the inclined plane of the approach/take-off climb surface is raised as approved by an

appropriate authority, the elevation of the origin of the transitional surface will be raised accordingly.

Note 2.— As a result of b), the transitional surface along the safety area will be curved if the profile of the FATO is

curved, or a plane if the profile is a straight line.

4.1.12 The slope of the transitional surface shall be measured in a vertical plane at right angles to the centre line of the

FATO.

Take-off climb surface

4.1.13 Description. An inclined plane, a combination of planes or, when a turn is involved, a complex surface sloping

upwards from the end of the safety area and centred on a line passing through the centre of the FATO.

Note.— See Table 4-1 for dimensions and slopes of surfaces. See Figures 4-1, 4-2, 4-3 and 4-4 for depiction of surfaces.

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4.1.14 Characteristics. The limits of a take-off climb surface shall comprise:

a) an inner edge horizontal and equal in length to the minimum specified width/diameter of the FATO plus the safety

area, perpendicular to the centre line of the take-off climb surface and located at the outer edge of the safety area;

b) two side edges originating at the ends of the inner edge and diverging uniformly at a specified rate from the vertical

plane containing the centre line of the FATO; and

c) an outer edge horizontal and perpendicular to the centre line of the take-off climb surface and at a specified height of

152 m (500 ft) above the elevation of the FATO.

4.1.15 The elevation of the inner edge shall be the elevation of the FATO at the point on the inner edge that is

intersected by the centre line of the take-off climb surface. For heliports intended to be used by helicopters operated in

performance class 1 and when approved by an appropriate authority, the origin of the inclined plane may be raised directly

above the FATO.

4.1.16 Where a clearway is provided, the elevation of the inner edge of the take-off climb surface shall be located at

the outer edge of the clearway at the highest point on the ground based on the centre line of the clearway.

4.1.17 In the case of a straight take-off climb surface, the slope shall be measured in the vertical plane containing the

centre line of the surface.

4.1.18 In the case of a take-off climb surface involving a turn, the surface shall be a complex surface containing the

horizontal normals to its centre line and the slope of the centre line shall be the same as that for a straight take-off climb

surface.

Note.— See Figure 4-5.

4.1.19 In the case of a take-off climb surface involving a turn, the surface shall not contain more than one curved

portion.

4.1.20 Where a curved portion of a take-off climb surface, is provided, the sum of the radius of arc defining the centre

line of the take-off climb surface and the length of the straight portion originating at the inner edge shall not be less than

575 m.

4.1.21 Any variation in the direction of the centre line of a take-off climb surface shall be designed so as not to

necessitate a turn of radius less than 270 m.

Note 1.— Helicopter take-off performance is reduced in a curve and as such a straight portion along the take-off climb

surface prior to the start of the curve allows for acceleration.

Note 2.— For heliports intended to be used by helicopters operated in performance class 2 or 3, it is good practice for

the departure paths to be selected so as to permit safe forced landings or one-engine-inoperative landings such that, as a

minimum requirement, injury to persons on the ground or water or damage to property are minimized. The most critical

helicopter type for which the heliport is intended and the ambient conditions may be factors in determining the suitability of

such areas.

Obstacle-free sector/surface — helidecks

4.1.22 Description. A complex surface originating at and extending from a reference point on the edge of the FATO of

a helideck. In the case of a TLOF of less than 1 D, the reference point shall be located not less than 0.5 D from the centre of

the TLOF.

Annex 14 — Aerodromes Volume II

5/11/20 4-4

4.1.23 Characteristics. An obstacle-free sector/surface shall subtend an arc of specified angle.

4.1.24 A helideck obstacle-free sector shall comprise of two components, one above and one below helideck level:

Note.— See Figure 4-7.

a) Above helideck level. The surface shall be a horizontal plane level with the elevation of the helideck surface that

subtends an arc of at least 210 degrees with the apex located on the periphery of the D circle extending outwards to a

distance that will allow for an unobstructed departure path appropriate to the helicopter the helideck is intended to

serve.

b) Below helideck level. Within the (minimum) 210-degree arc, the surface shall additionally extend downward from the

edge of the FATO below the elevation of the helideck to water level for an arc of not less than 180 degrees that passes

through the centre of the FATO and outwards to a distance that will allow for safe clearance from the obstacles below

the helideck in the event of an engine failure for the type of helicopter the helideck is intended to serve.

Note.— For both the above obstacle-free sectors for helicopters operated in performance class 1 or 2, the horizontal

extent of these distances from the helideck will be compatible with the one-engine-inoperative capability of the helicopter

type to be used.

Limited obstacle sector/surface — helidecks

Note.— Where obstacles are necessarily located on the structure, a helideck may have a limited obstacle sector (LOS).

4.1.25 Description. A complex surface originating at the reference point for the obstacle-free sector and extending over

the arc not covered by the obstacle-free sector within which the height of obstacles above the level of the TLOF will be

prescribed.

4.1.26 Characteristics. A limited obstacle sector shall not subtend an arc greater than 150 degrees. Its dimensions and

location shall be as indicated in Figure 4-8 for a 1 D FATO with coincidental TLOF and Figure 4-9 for a 0.83 D TLOF.

4.2 Obstacle limitation requirements

Note 1.— The requirements for obstacle limitation surfaces are specified on the basis of the intended use of a FATO,

i.e. approach manoeuvre to hover or landing, or take-off manoeuvre and type of approach, and are intended to be applied

when such use is made of the FATO. In cases where operations are conducted to or from both directions of a FATO, then the

function of certain surfaces may be nullified because of more stringent requirements of another lower surface.

Note 2.— Guidance on obstacle protection surfaces, for when a visual approach slope indicator (VASI) is installed, is

given in the onshore section of the Heliport Manual (Doc 9261).

Surface-level heliports

4.2.1 The following obstacle limitation surfaces shall be established for a FATO at heliports with a PinS approach

procedure utilizing a visual segment surface:

a) take-off climb surface;

b) approach surface; and

Chapter 4 Annex 14 — Aerodromes

4-5 5/11/20

c) transitional surfaces. Note 1.— See Figure 4-3. Note 2.— The Procedures for Air Navigation Services — Aircraft Operations, (PANS-OPS, Doc 8168), Volume II,

Part IV details procedure design criteria. 4.2.2 The following obstacle limitation surfaces shall be established for a FATO at heliports, other than specified in

4.2.1, including heliports with a PinS approach procedure where a visual segment surface is not provided: a) take-off climb surface; and b) approach surface. 4.2.3 The slopes of the obstacle limitation surfaces shall not be greater than, and their other dimensions not less than,

those specified in Table 4-1 and shall be located as shown in Figures 4-1, 4-2 and 4-6. 4.2.4 For heliports that have an approach/take-off climb surface with a 4.5 per cent slope design, objects shall be

permitted to penetrate the obstacle limitation surface if the results of an aeronautical study approved by an appropriate

authority have reviewed the associated risks and mitigation measures. Note 1.— The identified objects may limit the heliport operation. Note 2.— Annex 6, Part 3, provides procedures that may be useful in determining the extent of obstacle penetration. 4.2.5 New objects or extensions of existing objects shall not be permitted above any of the surfaces in 4.2.1 and 4.2.2

except when shielded by an existing immovable object or after an aeronautical study approved by an appropriate authority

determines that the object will not adversely affect the safety or significantly affect the regularity of operations of helic opters. Note.— Circumstances in which the shielding principle may reasonably be applied are described in the Airport Services

Manual (Doc 9137), Part 6. 4.2.6 Recommendation.— Existing objects above any of the surfaces in 4.2.1 and 4.2.2 should, as far as practicab le,

be removed except when the object is shielded by an existing immovable object or after an aeronautical study approved by an

appropriate authority determines that the object will not adversely affect the safety or significantly affect the regularity of

operations of helicopters.

Note.— The application of curved approach or take-off climb surfaces as specified in 4.1.5 or 4.1.18 may alleviate the

problems created by objects infringing these surfaces. 4.2.7 A surface-level heliport shall have at least one approach and take-off climb surface. An aeronautical study shall

be undertaken by an appropriate authority when only a single approach and take-off climb surface is provided considering as

a minimum, the following factors:

a) the area/terrain over which the flight is being conducted; b) the obstacle environment surrounding the heliport and the availability of at least one protected side slope; c) the performance and operating limitations of helicopters intending to use the heliport; and d) the local meteorological conditions including the prevailing winds. 4.2.8 Recommendation.— A surface-level heliport should have at least two approach and take-off climb surfaces to

avoid downwind conditions, minimize crosswind conditions and permit for a balked landing. Note.— See the Heliport Manual (Doc 9261) for guidance.

Annex 14 — Aerodromes Volume II

5/11/20 4-6

Table 4-1. Dimensions and slopes

of obstacle limitation surfaces for all visual FATOs

Surface and dimensions

Slope design categories

A B C

Approach and take-off climb surface:

Length of inner edge Width of safety area Width of safety area Width of safety area

Location of inner edge Safety area

boundary

(Clearway boundary

if provided)

Safety area

boundary

Safety area

boundary

Divergence: (1st and 2nd section)

Day use only

Night use

10%

15%

10%

15%

10%

15%

First section:

Length

Slope

Outer width

3 386 m

4.5%

(1:22.2)

(b)

245 m

8%

(1:12.5)

N/A

1 220 m

12.5%

(1:8)

(b)

Second section:

Length

Slope

Outer width

N/A

N/A

N/A

830 m

16%

(1:6.25)

(b)

N/A

N/A

N/A

Total length from inner edge (a) 3 386 m 1 075 m 1 220 m

Transitional surface: (FATOs with a PinS

approach procedure with a VSS)

Slope

Height

50%

(1:2)

45 m

50%

(1:2)

45 m

50%

(1:2)

45 m

a. The approach and take-off climb surface lengths of 3 386 m, 1 075 m and 1 220 m associated with the

respective slopes brings the helicopter to 152 m (500 ft) above FATO elevation. b. Seven rotor diameters overall width for day operations or 10 rotor diameters overall width for night

operations.

Note.— The slope design categories in Table 4-1 may not be restricted to a specific performance class of operation and

may be applicable to more than one performance class of operation. The slope design categories depicted in Table 4-1

represent minimum design slope angles and not operational slopes. Slope category “A” generally corresponds with

helicopters operated in performance class 1; slope category “B” generally corresponds with helicopters operated in

performance class 3; and slope category “C” generally corresponds with helicopters operated in performance class 2.

Consultation with helicopter operators will help to determine the appropriate slope category to apply according to the

heliport environment and the most critical helicopter type for which the heliport is intended.

Chapter 4 Annex 14 — Aerodromes

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Figure 4-1. Obstacle limitation surfaces — take-off climb and approach surface

Figure 4-2. Take-off climb/approach surface width

FATO

Safety area

15% night divergence

15% night divergence

10% day divergence

10% day divergence

Take-off climb / approach centreline

Distance to where surface slope

reaches 152 m above FATO elevation

7 t

im e

s ro

to r

d ia

m e

te r

o ve

ra ll

w id

th /

d a

y 1

0 tim

e s

ro to

r d

ia m

e t e

r o

ve ra

ll w

id th

/ n

ig h

t

Take-off climb/ approach surface

Take-off climb/ approach surface

FATO

FATO

Safety area

Safety area

Note 1 —. Dark grey shaded area requires the

same characteristics as the safety area

Note 2.— Angle between take-off climb/approach surfaces

from centreline to centreline depicted for illustration

purposes only

Note 3.— Offset take-off climb/approach surface rotated

around centre point of FATO

90°

90°

Annex 14 — Aerodromes Volume II

5/11/20 4-8

Figure 4-3. Transitional surface for a FATO with a PinS approach procedure with a VSS

Figure 4-4. Example of raised inclined plane during operations in performance class 1

Note 1.— This example diagram does not represent any specific profile, technique or helicopter type and is intended to

show a generic example. An approach profile and a back-up procedure for departure profile are depicted. Specific

manufacturers’ operations in performance class 1 may be represented differently in the specific helicopter flight manual

(HMF). Annex 6, Part 3, Attachment A provides back-up procedures that may be useful for operations in performance class 1.

Note 2.— The approach/landing profile may not be the reverse of the take-off profile.

Note 3.— Additional obstacle assessment might be required in the area that a back-up procedure is intended. Helicopter

performance and the HFM limitations will determine the extent of the assessment required.

Take-off decision point

10.7 m (35 ft)

FATO

Raised inclined plane

4.5% slope 10.7 m (35 ft)

LEGEND: Back-up procedure for departure as per Flight Manual

Take-off profile or single-engine departure after take-off decision point

Approach or rejected take-off after engine failure at take-off decision point

Max accepted

obstacle height line

Max accepted

obstacle height line

Safety area

Take-off/climb approach s eurfac

Take-off/climb approach s eurfac

Transitional surfaces

Note 1.— For single take-off/climb approach surface. Transition surface extends to far side of safety area .

Note 2.— PANS-OPS, Doc 8168, Volume II, Part IV, details procedure design criteria.

This figure shows a square FATO for illustration purposes only. For a circular FATO the transitional surfaceNote 3.— ,

lower and upper edges would also be circular.

FATO

Chapter 4 Annex 14 — Aerodromes

4-9 5/11/20

Figure 4-5. Curved approach and take-off climb surface for all FATOs

Note 1.— Any combination of curve and straight portion may be established using the following formula:

S+R 575 m and R 270 m where S = 305 m, where S is the length of the straight portion> >

and R is the radius of tum. Note any combination 575 m will work.>

— The minimum length of the centre line of the curve and straight portion is 1 075 m but may beNote 2.

longer depending upon the slope used. See Table 4-1 for longer lengths.

— Helicopter take-off performance is reduced in a curve and as such a straight portion along theNote 3.

take-off climb surface prior to the start of the curve should be considered to allow for acceleration.

Minimum

length 1 075 m

Minimum

length 1 075 m

R = 575 m

R = 270 m

305 m

Annex 14 — Aerodromes Volume II

5/11/20 4-10

Figure 4-6. Approach and take-off climb surfaces with different slope design categories

a) Approach and take-off climb surfaces - “A” slope profile - 4.5% design

Single section as per

Table 4-1

Single section as per

Table 4-1

Second section as per

Table 4-1

First section as per

Table 4-1

b) Approach and take-off climb surfaces - “B” slope profile - 8% and 16% design

c) Approach and take-off climb surfaces - “C” slope profile - 12.5% design

Chapter 4 Annex 14 — Aerodromes

4-11 5/11/20

Elevated heliports

4.2.9 The obstacle limitation surfaces for elevated heliports shall conform to the requirements for surface-level

heliports specified in 4.2.1 to 4.2.6.

4.2.10 An elevated heliport shall have at least one approach and take-off climb surface. An aeronautical study shall be

undertaken by an appropriate authority when only a single approach and take-off climb surface is provided considering as a

minimum, the following factors:

a) the area/terrain over which the flight is being conducted;

b) the obstacle environment surrounding the heliport and the availability of at least one protected side slope;

c) the performance and operating limitations of helicopters intending to use the heliport; and

d) the local meteorological conditions including the prevailing winds.

4.2.11 Recommendation.— An elevated heliport should have at least two approach and take-off climb surfaces to

avoid downwind conditions, minimize crosswind conditions and permit for a balked landing.

Note.— See the Heliport Manual (Doc 9261) for guidance.

Helidecks

4.2.12 A helideck shall have an obstacle-free sector.

Note.— A helideck may have a LOS (see 4.1.26).

4.2.13 There shall be no fixed obstacles within the obstacle-free sector above the obstacle-free surface.

4.2.14 In the immediate vicinity of the helideck, obstacle protection for helicopters shall be provided below the

helideck level. This protection shall extend over an arc of at least 180 degrees with the origin at the centre of the FATO, with

a descending gradient having a ratio of one unit horizontally to five units vertically from the edges of the FATO within the

180-degree sector. This descending gradient may be reduced to a ratio of one unit horizontally to three units vertically within

the 180-degree sector for multi-engine helicopters operated in performance class 1 or 2. (See Figure 4-7.)

Note.— Where there is a requirement to position, at sea surface level, one or more offshore support vessel(s) (e.g. a

Standby Vessel) essential to the operation of a fixed or floating offshore facility, but located within the proximity of the fixed

or floating offshore facility, any offshore support vessel(s) would need to be positioned so as not to compromise the safety of

helicopter operations during take-off departure and/or approach to landing.

4.2.15 For a TLOF of 1 D and larger, within the 150-degree limited obstacle surface/sector out to a distance of 0.12 D

measured from the point of origin of the LOS, objects shall not exceed a height of 25 cm above the TLOF. Beyond that arc,

out to an overall distance of a further 0.21 D measured from the end of the first sector, the limited obstacle surface rises at a

rate of one unit vertically for each two units horizontally originating at a height 0.05 D above the level of the TLOF.

(See Figure 4-8.)

Note.— Where the area enclosed by the TLOF perimeter marking is a shape other than circular, the extent of the LOS

segments are represented as lines parallel to the perimeter of the TLOF rather than arcs. Figure 4-8 has been constructed on

the assumption that an octagonal helideck arrangement is provided. Further guidance for square (quadrilateral) and

circular FATO and TLOF arrangements is given in the Heliport Manual (Doc 9261).

Annex 14 — Aerodromes Volume II

5/11/20 4-12

4.2.16 For a TLOF less than 1 D within the 150-degree limited obstacle surface/sector out to a distance of 0.62 D and

commencing from a distance 0.5 D, both measured from the centre of the TLOF, objects shall not exceed a height of 5 cm

above the TLOF. Beyond that arc, out to an overall distance of 0.83 D from the centre of the TLOF, the limited obstacle

surface rises at a rate of one unit vertically for each two units horizontally originating at a height 0.05 D above the level of the

TLOF. (See Figure 4-9.)

Note.— Where the area enclosed by the TLOF perimeter marking is a shape other than circular, the extent of the LOS

segments are represented as lines parallel to the perimeter of the TLOF rather than arcs. Figure 4-9 has been constructed on

the assumption that an octagonal helideck arrangement is provided. Further guidance for square (quadrilateral) and

circular FATO and TLOF arrangements is given in the Heliport Manual (Doc 9261).

Shipboard heliports

4.2.17 The specifications in 4.2.20 and 4.2.22 shall be applicable for shipboard heliports completed on or after

1 January 2012.

Purpose-built heliports located forward or aft

4.2.18 When helicopter operating areas are provided in the bow or stern of a ship they shall apply the obstacle criteria

for helidecks.

Amidships location — Purpose-built and non-purpose-built

4.2.19 Forward and aft of a TLOF of 1 D and larger shall be two symmetrically located sectors, each covering an arc of

150 degrees, with their apexes on the periphery of the TLOF. Within the area enclosed by these two sectors, there shall be no

objects rising above the level of the TLOF, except those aids essential for the safe operation of a helicopter and then only up

to a maximum height of 25 cm.

4.2.20 Objects whose function requires them to be located within the TLOF (such as lighting or nets) shall not exceed a

height of 2.5 cm. Such objects shall only be present if they do not represent a hazard to helicopters.

Note.— Examples of potential hazards include nets or raised fittings on the deck that might induce dynamic rollover for

helicopters equipped with skids.

4.2.21 To provide further protection from obstacles fore and aft of the TLOF, rising surfaces with gradients of one unit

vertically to five units horizontally shall extend from the entire length of the edges of the two 150-degree sectors. These

surfaces shall extend for a horizontal distance equal to at least 1 D of the largest helicopter the TLOF is intended to serve and

shall not be penetrated by any obstacle. (See Figure 4-10.)

Non-purpose-built heliports — Ship’s side location

4.2.22 No objects shall be located within the TLOF except those aids essential for the safe operation of a helicopter

(such as nets or lighting) and then only up to a maximum height of 2.5 cm. Such objects shall only be present if they do not

represent a hazard to helicopters.

4.2.23 From the fore and aft mid-points of the D circle in two segments outside the circle, limited obstacle areas shall

extend to the ship’s rail to a fore and aft distance of 1.5 times the fore-to-aft-dimension of the TLOF, located symmetrically

about the athwartships bisector of the D circle. Within these areas there shall be no objects rising above a maximum height of

25 cm above the level of the TLOF. (See Figure 4-11.) Such objects shall only be present if they do not represent a hazard to

helicopters.

Chapter 4 Annex 14 — Aerodromes

4-13 5/11/20

4.2.24 A LOS horizontal surface shall be provided, at least 0.25 D beyond the diameter of the D circle, which shall

surround the inboard sides of the TLOF to the fore and aft mid-points of the D circle. The LOS shall continue to the ship’s

rail to a fore and aft distance of 2.0 times the fore-to-aft dimension of the TLOF, located symmetrically about the

athwartships bisector of the D circle. Within this sector there shall be no objects rising above a maximum height of 25 cm

above the level of the TLOF.

Note.— Any objects located within the areas described in 4.2.23 and 4.2.24 that exceed the height of the TLOF are

notified to the helicopter operator using a ship’s helicopter landing area plan. For notification purposes , it may be necessary

to consider immoveable objects beyond the limit of the surface prescribed in 4.2.24 , particularly if objects are significantly

higher than 25 cm and in close proximity to the boundary of the LOS. See the Heliport Manual (Doc 9261) for guidance.

Winching areas

4.2.25 An area designated for winching on-board ships shall be comprised of a circular clear zone of diameter 5 m and,

extending from the perimeter of the clear zone, a concentric manoeuvring zone of diameter 2 D. (See Figure 4-12.)

4.2.26 The manoeuvring zone shall be comprised of two areas:

a) the inner manoeuvring zone extending from the perimeter of the clear zone and of a circle of diameter not less than

1.5 D; and

b) the outer manoeuvring zone extending from the perimeter of the inner manoeuvring zone and of a circle of diameter

not less than 2 D.S

4.2.27 Within the clear zone of a designated winching area, no objects shall be located above the level of its surface.

4.2.28 Objects located within the inner manoeuvring zone of a designated winching area shall not exceed a height of

3 m.

4.2.29 Objects located within the outer manoeuvring zone of a designated winching area shall not exceed a height of

6 m.

Note.— See the Heliport Manual (Doc 9261) for guidance.

Annex 14 — Aerodromes Volume II

5/11/20 4-14

Figure 4-7. Helideck obstacle-free sector

D

Water level

210° sector

210° sector

Alternative positions on the periphery and swinging the whole sector ±15° from that shown may

be used in satisfying requirements

180° sector

±15° ±15°

Limited obstacle

surfacePLAN

Landing area level

Falling gradient (3 or 5:1)

No fixed obstacle between these lines in 180° sector

No fixed obstacle between these lines in 180° sector

F a lli

n g g

ra d ie

n t F

a l lin

g g

ra d ie

n t

Water level Water level

Area in which rig structure is permitted

in 180° sector

PROFILE

Landing area Within 210° sector no objects above this line

Safety net or shelf

Safety net or shelf

Chapter 4 Annex 14 — Aerodromes

4-15 5/11/20

Figure 4-8. Helideck obstacle limitation sectors and surfaces

for a FATO and coincidental TLOF of 1 D and larger

OBSTACLE-FREE 210° SECTOR

OBSTACLE-FREE 210° SECTOR

± 15°

± 15°

TD/PM Circle 0.25 D 1 x D

FATO/TLOF

FATO/TLOF = Dynamic load-bearing surface

0.83 D

0.62 D

0.05 D

0.21 D 0.12 D

25 cm

1:2

150° LIMITED OBSTACLE

D

DLB

Annex 14 — Aerodromes Volume II

5/11/20 4-16

Figure 4-9. Helideck obstacle limitation sectors

and surfaces for a TLOF of 0.83 D and larger

OBSTACLE-FREE 210° SECTOR

OBSTACLE-FREE 210° SECTOR

± 15°

± 15°

TD/PM Circle 0.25 D

1 x D

FATO

TLOF = Dynamic load-bearing surface

FATO (outside 0.83 D TLOF) = for helicoptersNon-load-bearing surface

0.83 D

0.83 D

0.83 D

0.62 D

0.5 D

0.085 D0.085 D

0.415 D 0.05 D

0.21 D 0.12 D

5 c

m

1:2

150° LIMITED OBSTACLE

DLB NLBNLB

TLOF

Note.— Shaded area indicating height of 5 cm not to scale.

Chapter 4 Annex 14 — Aerodromes

4-17 5/11/20

Figure 4-10. Amidship’s location — shipboard heliport obstacle limitation surfaces

1:5 1:5

Plan view

Obstacle-free sector

Limited obstacle sector

Limited obstacle sector

Reference points

D

FATO/ TLOF

AA

D

D D

D D

DD

150°150°150°150°

D = Helicopter largest overall dimension

Section A-A

Annex 14 — Aerodromes Volume II

5/11/20 4-18

Figure 4-11. Ships-side non-purpose-built heliport

obstacle limitation sectors and surfaces

D

Limited obstacle sector maximum height 25 cm

LOA extended at the ship’s side

D = Helicopter largest overall dimension

LOA

Max.

height 25 cm

LOA

Max.

height 25 cm A

th w

a rt

sh ip

s

B is

e ct

o r

FATO / TLOF

Limited Obstacle Sector extended at the ship’s side

LOA = Limited obstacle area

0. 2 5

D

0.5 D

2 D

1.5 D

Chapter 4 Annex 14 — Aerodromes

4-19 5/11/20

Figure 4-12. Winching area of a ship

______________________

(5 metres minimum)

Circle painted a conspicuous colour

ONLY

CLEAR ZONE

MANOEUVRING ZONE

(Diameter 2 D) Circumference painted in yellow

0.2 metre wide broken line No obstructions

higher than

6 metres

No obstructions

higher than

6 metres No obstructions

higher than 3 metres

No obstructions higher than 3 metres

No obstructions

WINCH ONLY to be marked in white so as to be easily visible to the helicopter pilot.

WINCH

(Diameter 1.5 D)

ANNEX 14 — VOLUME II 5-1 5/11/20

CHAPTER 5. VISUAL AIDS

Note 1.— The procedures used by some helicopters require that they utilize a FATO having characteristics similar

in shape to a runway for fixed wing aircraft. For the purpose of this chapter, a FATO having characteristics similar in shape

to a runway is considered as satisfying the concept for a “runway-type FATO”. For such arrangements it is sometimes

necessary to provide specific markings to enable a pilot to distinguish a runway-type FATO during an approach. Appropriate

markings are contained within sub-sections entitled “Runway-type FATOs”. The requirements applicable to all other types

of FATOs are given within sub-sections entitled “All FATOs except runway-type FATOs”.

Note 2.— It has been found that, on surfaces of light colour, the conspicuity of white and yellow markings can be

improved by outlining them in black.

Note 3.— Guidance is given in the Heliport Manual (Doc 9261) on marking the maximum allowable mass (5.2.3)

and the D-value (5.2.4) on the heliport surface to avoid confusion between markings where metric units are used and

markings where imperial units are used.

Note 4.— For a non-purpose-built heliport located on a ship’s side the surface colour of the main deck can vary

from ship to ship and therefore some discretion may need to be exercised in the colour selection of heliport paint schemes ,

the objective being to ensure that the markings are conspicuous against the surface of the ship and the operating background.

5.1 Indicators

5.1.1 Wind direction indicators

Application

5.1.1.1 A heliport shall be equipped with at least one wind direction indicator.

Location

5.1.1.2 A wind direction indicator shall be located so as to indicate the wind conditions over the FATO and TLOF and

in such a way as to be free from the effects of airflow disturbances caused by nearby objects or rotor downwash. It shall be

visible from a helicopter in flight, in a hover or on the movement area.

5.1.1.3 Recommendation.— Where a TLOF and/or FATO may be subject to a disturbed airflow, additional wind

direction indicators located close to the area should be provided to indicate the surface wind on the area.

Note.— Guidance on the location of wind direction indicators is given in the Heliport Manual (Doc 9261).

Characteristics

5.1.1.4 A wind direction indicator shall be constructed so that it gives a clear indication of the direction of the wind and

a general indication of the wind speed.

Annex 14 — Aerodromes Volume II

5/11/20 5-2

5.1.1.5 Recommendation.— A wind direction indicator should be a truncated cone made of lightweight fabric and

should have the following minimum dimensions:

Surface-level

Heliports

Elevated heliports

and helidecks

Length 2.4 m 1.2 m

Diameter (larger end) 0.6 m 0.3 m

Diameter (smaller end) 0.3 m 0.15 m

5.1.1.6 Recommendation.— The colour of the wind direction indicator should be so selected as to make it clearly

visible and understandable from a height of at least 200 m (650 ft) above the heliport, having regard to background. Where

practicable, a single colour, preferably white or orange, should be used. Where a combination of two colours is required to

give adequate conspicuity against changing backgrounds, they should preferably be orange and white, red and white, or

black and white, and should be arranged in five alternate bands the first and last band being the darker colour.

5.1.1.7 A wind direction indicator at a heliport intended for use at night shall be illuminated.

5.2 Markings and markers

Note.— See Annex 14, Volume I, 5.2.1.4, Note 1, concerning improving conspicuity of markings.

5.2.1 Winching area marking

Note.— The objective of winching area markings is to provide to the pilot visual cues to assist a helicopter to be

positioned over, and retained within, an area from which a passenger or equipment can be lowered or raised.

Application

5.2.1.1 Winching area markings shall be provided at a designated winching area. (See Figure 4-12.)

Location

5.2.1.2 Winching area markings shall be located so that their centre(s) coincides with the centre of the clear zone of the

winching area. (See Figure 4-12.)

Characteristics

5.2.1.3 Winching area markings shall comprise a winching area clear zone marking and a winching area manoeuvring

zone marking.

5.2.1.4 A winching area clear zone marking shall consist of a solid circle of diameter not less than 5 m and of a

conspicuous colour.

5.2.1.5 A winching area manoeuvring zone marking shall consist of a broken circle line of 30 cm in width and of a

diameter not less than 2 D and be marked in a conspicuous colour. Within it “WINCH ONLY” shall be marked to be easily

visible to the pilot.

Chapter 5 Annex 14 — Aerodromes

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5.2.2 Heliport identification marking

Application

5.2.2.1 A heliport identification marking shall be provided at a heliport.

Location — All FATOs except runway-type FATOs

5.2.2.2 A heliport identification marking shall be located at or near the centre of the FATO. Note 1.— The objective of heliport identification marking is to provide to the pilot an indication of the presence of a

heliport and, by its form, the likely usage; the preferred direction(s) of approach; or the FATO orientation within the

helideck obstacle environment. Note 2.— For other than helidecks, the preferred direction(s) of approach corresponds to the median of the

departure/arrival surface(s).

Note 3.— For helidecks, the bar of the “H” points to the centre of the limited obstacle sector (LOS). Note 4.— If the touchdown/positioning marking (TDPM) is offset, the heliport identification marking is established in the

centre of the TDPM. Note 5.— On a FATO which does not contain a TLOF and which is marked with an aiming point marking (see 5.2.7), the

heliport identification marking is established in the centre of the aiming point marking as shown in Figure s 5-1 and 5-2.

5.2.2.3 On a FATO which contains a TLOF, a heliport identification marking shall be located in the FATO so the

position of it coincides with the centre of the TLOF.

Location — Runway-type FATOs

5.2.2.4 A heliport identification marking shall be located in the FATO and when used in conjunction with FATO

designation markings, shall be displayed at each end of the FATO as shown in Figure 5-3.

Characteristics

5.2.2.5 A heliport identification marking, except for a heliport at a hospital, shall consist of a letter H, in white. The

dimensions of the H marking shall be no less than those shown in Figure 5-4 and where the marking is used for a runway-

type FATO, its dimensions shall be increased by a factor of 3 as shown in Figure 5-3. 5.2.2.6 A heliport identification marking for a heliport at a hospital shall consist of a letter H, red in colour, on a white

cross made of squares adjacent to each of the sides of a square containing the H as shown in Figures 5-2 and 5-4.

5.2.2.7 A heliport identification marking shall be oriented with the cross arm of the H at right angles to the preferred

final approach direction. For a helideck, the cross arm shall be on or parallel to the bisector of the obstacle-free sector. For a

non-purpose-built shipboard heliport located on a ship’s side, the cross arm shall be parallel with the side of the ship. 5.2.2.8 Recommendation.— On a helideck or a shipboard heliport where the D-value is 16.0 m or larger, the size of

the heliport identification H marking should have a height of 4 m with an overall width not exceeding 3 m and a stroke width

not exceeding 0.75 m. Where the D-value is less than 16.0 m, the size of the heliport identification H marking should have a

height of 3 m with an overall width not exceeding 2.25 m and a stroke width not exceeding 0.5 m.

Annex 14 — Aerodromes Volume II

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Figure 5-1. Combined heliport identification, aiming point

and FATO perimeter marking

Spacing 1.5 - 2.0 m

Aiming

point

marking Heliport

identification

marking

FATO perimeter marking

9.0 m

0.40 m 3

m 0.10 m

1.8 m

Note: Aiming point and

heliport identification

markings are to be

aligned along preferred

flight path direction

White dashed line

1.5 m long 30 cm wide

Note.— The aiming point, heliport identification and FATO perimeter markings are white and

may be edged with a 10 cm black border to improve contrast.

Chapter 5 Annex 14 — Aerodromes

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Figure 5-2. Heliport identification markings with TLOF and

aiming markings for heliport and hospital heliport

Name

12.5t

D20m

20

20

2 02

0

Name

20 20

20

12.5t

D20m

2 0

Name

8.5t

D16m

16

1 6

1 6

16

Name

8.5t

D16m

16

1 6

1 6

16

Annex 14 — Aerodromes Volume II

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Figure 5-3. FATO designation marking and heliport

identification marking for a runway-type FATO

Figure 5-4. Hospital heliport identification and heliport identification marking

2 .3

m

9 m

9 m

6 m

6 m

1.8 m

3 m

0.4 m

3 m

3 m

Red in color

for hospital

heliport

White cross

in background

for hospital

heliport

White in colour for

all heliports except

for hospital heliport

Chapter 5 Annex 14 — Aerodromes

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5.2.3 Maximum allowable mass marking

Note 1.— The objective of the maximum allowable mass marking is to provide the mass limitation of the heliport such

that it is visible to the pilot from the preferred final approach direction.

Note 2.— Where States express the maximum allowable mass in pounds, it is not appropriate to suffix with the letter “t”

which is used only to indicate metric tonnes. Guidance on markings where States use imperial units is given in the Heliport

Manual (Doc 9261).

Application

5.2.3.1 A maximum allowable mass marking shall be displayed at an elevated heliport, a helideck and a shipboard

heliport.

5.2.3.2 Recommendation.— A maximum allowable mass marking should be displayed at a surface-level heliport.

Location

5.2.3.3 Recommendation.— A maximum allowable mass marking should be located within the TLOF or FATO and so

arranged as to be readable from the preferred final approach direction.

Characteristics

5.2.3.4 A maximum allowable mass marking shall consist of a one-, two- or three-digit number.

5.2.3.5 The maximum allowable mass shall be expressed in tonnes (1 000 kg) rounded down to the nearest 1 000 kg

followed by the letter “t”. Where States use mass in pounds, the maximum allowable mass marking shall indicate the

allowable helicopter mass in thousands of pounds rounded down to the nearest 1 000 lbs.

5.2.3.6 Recommendation.— The maximum allowable mass should be expressed to the nearest 100 kg. The marking

should be presented to one decimal place and rounded to the nearest 100 kg followed by the letter “t”. Where States use

mass in pounds, the maximum allowable mass marking should indicate the allowable helicopter mass in hundreds of pounds

rounded to the nearest 100 lb.

5.2.3.7 Recommendation.— When the maximum allowable mass is expressed to 100 kg, the decimal place should be

preceded with a decimal point marked with a 30 cm square.

All FATOs except runway-type FATOs

5.2.3.8 Recommendation.— The numbers and the letter of the marking should have a colour contrasting with the

background and should be in the form and proportion shown in Figure 5-5 for a D-value of more than 30 m. For a D-value

between 15 m and 30 m, the height of the numbers and the letter of the marking should be a minimum of 90 cm, and for a

D-value of less than 15 m, the height of the numbers and the letter of the marking should be a minimum of 60 cm, each with a

proportional reduction in width and thickness.

Runway-type FATOs

5.2.3.9 Recommendation.— The numbers and the letter of the marking should have a colour contrasting with the

background and should be in the form and proportion shown in Figure 5-5.

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Figure 5-5. Form and proportions of numbers and letters

1 5

0 20

10

2 5

90

2 0

75 2

5

208 5

35

356 5 6 0

2 0

2 0

2 0

2 5

2 5

2 5

3 5

75

35

20

9 0

3 5

3 5

10

3 0

1 5 0

20

95 115

20

145 45

2 0

2 0

5 0

3 0

3520

145

20

2 5

2 5

1 0

0

50

75

15

4 0

6 5

4 5

2 5

2 5

6 0

9 0 20

2 5

2 5

2 0

2 0

75 100 75

2 5

2 5

2 5

2 5

20

7 5

5 0

5 0

5 5

4 5 20

40

Note.— All units are expressed in centimetres.

Chapter 5 Annex 14 — Aerodromes

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5.2.4 D-value marking

Note.— The objective of D-value marking is to provide to the pilot the “D” of the largest helicopter that can be

accommodated on the heliport. This value may differ in size from the FATO and the TLOF provided in compliance with

Chapter 3.

Application — All FATOs except runway-type FATOs

5.2.4.1 A D-value marking shall be displayed at a helideck and at a shipboard heliport.

Application — Runway-type FATOs

Note.—The D-value is not required to be marked on a heliport with a runway-type FATO.

5.2.4.2 A D-value marking shall be displayed at surface-level and elevated heliports.

Location

5.2.4.3 A D-value marking shall be located within the TLOF or FATO and so arranged as to be readable from the

preferred final approach direction.

5.2.4.4 Recommendation.— Where there is more than one approach direction, additional D-value markings should

be provided such that at least one D-value marking is readable from the final approach direction. For a non-purpose-built

heliport located on a ship’s side, D-value markings should be provided on the perimeter of the D circle at the 2 o’clock,

10 o’clock and 12 o’clock positions when viewed from the side of the ship facing towards the centre line.

Characteristics

5.2.4.5 The D-value marking shall be white. The D-value marking shall be rounded to the nearest whole metre or foot

with 0.5 rounded down.

5.2.4.6 Recommendation.— The numbers of the marking should have a colour contrasting with the background and

should be in the form and proportion shown in Figure 5-5 for a D-value of more than 30 m. For a D-value between 15 m and

30 m, the height of the numbers of the marking should be a minimum of 90 cm, and for a D-value of less than 15 m, the height

of the numbers of the marking should be a minimum of 60 cm, each with a proportional reduction in width and thickness.

5.2.5 FATO perimeter marking

or markers for surface-level heliports

Note.— The objective of FATO perimeter marking or markers is to provide to the pilot, where the perimeter of the FATO

is not self-evident, an indication of the area that is free of obstacles and in which intended procedures or permitted

manoeuvring may take place.

Application

5.2.5.1 FATO perimeter marking or markers shall be provided at a surface-level heliport where the extent of a FATO

with a solid surface is not self-evident.

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Location

5.2.5.2 The FATO perimeter marking or markers shall be located on the edge of the FATO.

Characteristics — Runway-type FATOs

5.2.5.3 The perimeter of the FATO shall be defined with markings or markers spaced at equal intervals of not more

than 50 m with at least three markings or markers on each side including a marking or marker at each corner . 5.2.5.4 A FATO perimeter marking shall be a rectangular stripe with a length of 9 m or one-fifth of the side of the

FATO which it defines and a width of 1 m. 5.2.5.5 FATO perimeter markings shall be white.

5.2.5.6 A FATO perimeter marker shall have dimensional characteristics as shown in Figure 5-6. 5.2.5.7 FATO perimeter markers shall be of colour(s) that contrast effectively against the operating background. 5.2.5.8 Recommendation.— FATO perimeter markers should be a single colour, orange or red, or two contrasting

colours, orange and white or, alternatively, red and white should be used except where such colours would merge with the

background.

Characteristics — All FATOs except runway-type FATOs

5.2.5.9 For an unpaved FATO the perimeter shall be defined with flush in-ground markers. The FATO perimeter

markers shall be 30 cm in width, 1.5 m in length, and with end-to-end spacing of not less than 1.5 m and not more than 2 m.

The corners of a square or rectangular FATO shall be defined.

5.2.5.10 For a paved FATO the perimeter shall be defined with a dashed line. The FATO perimeter marking segments

shall be 30 cm in width, 1.5 m in length, and with end-to-end spacing of not less than 1.5 m and not more than 2 m. The

corners of the square or rectangular FATO shall be defined.

5.2.5.11 FATO perimeter markings and flush in-ground markers shall be white.

Figure 5-6. Runway-type FATO edge marker

0.25 m

1 m

3 m

Chapter 5 Annex 14 — Aerodromes

5-11 5/11/20

5.2.6 FATO designation markings for runway-type FATOs

Note.— The objective of final FATO designation markings for runway-type FATOs is to provide to the pilot an indication

of the magnetic heading of the runway.

Application

5.2.6.1 Recommendation.— A FATO designation marking should be provided at a heliport where it is necessary to

designate the FATO to the pilot.

Location

5.2.6.2 A FATO designation marking shall be located at the beginning of the FATO as shown in Figure 5-3.

Characteristics

5.2.6.3 A FATO designation marking shall consist of a two-digit number. The two-digit number shall be the whole

number nearest to one-tenth of the magnetic North when viewed from the direction of approach. When this rule would give a

single digit number, it shall be preceded by a zero. The marking, as shown in Figure 5-3, shall be supplemented by the

heliport identification marking.

5.2.7 Aiming point marking

Note.— The objective of the aiming point marking is to provide to the pilot a visual cue indicating the preferred

approach/departure direction, the point to which the helicopter approaches to the hover before positioning to a stand where

a touchdown can be made, and that the surface of the FATO is not intended for touchdown.

Application

5.2.7.1 Recommendation.— An aiming point marking should be provided at a heliport where it is necessary for a

pilot to make an approach to a particular point above a FATO before proceeding to a TLOF.

Location — Runway-type FATOs 5.2.7.2 The aiming point marking shall be located within the FATO. Location — All FATOs except runway-type FATOs

5.2.7.3 The aiming point marking shall be located at the centre of the FATO as shown in Figure 5-1. Characteristics 5.2.7.4 The aiming point marking shall be an equilateral triangle with the bisector of one of the angles aligned with the

preferred approach direction. The marking shall consist of continuous lines providing a contrast with the background colour,

and the dimensions of the marking shall conform to those shown in Figure 5-7.

Annex 14 — Aerodromes Volume II

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Figure 5-7. Aiming point marking

5.2.8 TLOF perimeter marking

Note.— The objective of TLOF perimeter marking is to provide to the pilot an indication of an area that is free of

obstacles; has dynamic load bearing; and in which, when positioned in accordance with the TDPM, undercarriage

containment is assured.

Application 5.2.8.1 A TLOF perimeter marking shall be displayed on a TLOF located in a FATO at a surface-level heliport if the

perimeter of the TLOF is not self-evident. 5.2.8.2 A TLOF perimeter marking shall be displayed on an elevated heliport, a helideck and a shipboard heliport . Location

5.2.8.3 A TLOF perimeter marking shall be located along the edge of the TLOF.

Characteristics

5.2.8.4 A TLOF perimeter marking shall consist of a continuous white line with a width of at least 30 cm.

9 m

Light

1 m

Chapter 5 Annex 14 — Aerodromes

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5.2.9 Touchdown/positioning marking

Note.— The objective of touchdown/positioning marking (TDPM) is to provide visual cues which permit a helicopter to

be placed in a specific position such that, when the pilot’s seat is above the marking, the undercarriage is within the load -

bearing area and all parts of the helicopter will be clear of any obstacles by a safe margin.

Application

5.2.9.1 A TDPM shall be provided for a helicopter to touch down or be accurately placed in a specific position. 5.2.9.2 The TDPM shall be: a) when there is no limitation on the direction of touchdown/positioning, a touchdown/positioning circle (TDPC)

marking; and

b) when there is a limitation on the direction of touchdown/positioning: 1) for unidirectional applications, a shoulder line with an associated centreline; or

2) for multidirectional applications, a TDPC marking with prohibited landing sector(s) marked.

Location

5.2.9.3 The inner edge/inner circumference of the TDPM shall be at a distance of 0.25 D from the centre of the area in

which the helicopter is to be positioned.

5.2.9.4 On a helideck, the centre of the TDPC marking shall be located at the centre of the FATO, except that the

marking may be offset away from the origin of the obstacle-free sector by no more than 0.1 D where an aeronautical study

indicates such offsetting is necessary and would not impair safety. 5.2.9.5 Prohibited landing sector markings, when provided, shall be located on the TDPM, within the relevant headings,

and extend to the inner edge of the TLOF perimeter marking.

Characteristics

5.2.9.6 The inner diameter of the TDPC shall be 0.5 D of the largest helicopter the area is intended to serve.

5.2.9.7 A TDPM shall have a line width of at least 0.5 m. For a helideck and a purpose-built shipboard heliport, the

line width shall be at least 1 m.

5.2.9.8 The length of a shoulder line shall be 0.5 D of the largest helicopter the area is intended to serve. 5.2.9.9 The prohibited landing sector marking, when provided, shall be indicated by white and red hatched markings as

shown in Figure 5-8. 5.2.9.10 The TDPM shall take precedence when used in conjunction with other markings on the TLOF except for the

prohibited landing sector marking.

Note.— The prohibited landing sector marking, when provided, is not intended to move the helicopter away from

objects around the FATO, but to ensure that the tail is not placed in an orientation that might constitute a hazard. This is

achieved by having the helicopter nose clear of the hatched markings during the touchdown.

Annex 14 — Aerodromes Volume II

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Figure 5-8. Multidirectional TDPC with no limitations (left)

Unidirectional marking shoulder line with associated centreline (centre)

Multidirectional TDPC with prohibited landing sector marking (right)

5.2.10 Heliport name marking

Note.— The objective of heliport name marking is to provide to the pilot a means of identifying a heliport which can be

seen, and read, from all directions of approach.

Application

5.2.10.1 Recommendation.— A heliport name marking should be provided at a heliport and helideck where there is

insufficient alternative means of visual identification.

Location

5.2.10.2 Recommendation.— Where a limited obstacle sector (LOS) exists on a helideck, the marking should be

located on that side of the heliport identification marking. For a non-purpose-built heliport located on a ship’s side, the

marking should be located on the inboard side of the heliport identification marking in the area between the TLOF perimeter

marking and the boundary of the LOS.

Characteristics

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5-15 5/11/20

5.2.10.3 A heliport name marking shall consist of the name or the alphanumeric designator of the heliport as used in

the radio (R/T) communications.

5.2.10.4 Recommendation.— A heliport name marking intended for use at night or during conditions of poor

visibility should be illuminated, either internally or externally.

Runway-type FATOs

5.2.10.5 Recommendation.— The characters of the marking should be not less than 3 m in height.

All FATOs except runway-type FATOs.

5.2.10.6 Recommendation.— The characters of the marking should be not less than 1.5 m in height at surface-level

heliports and not less than 1.2 m on elevated heliports, helidecks and shipboard heliports. The colour of the marking should

contrast with the background and preferably be white.

5.2.11 Helideck obstacle-free sector (chevron) marking

Note.— The objective of helideck obstacle-free sector (chevron) marking is to indicate the direction and limits of a sector

that is free of obstacles above the level of the helideck for the preferred approach and departure directions.

Application

5.2.11.1 A helideck with adjacent obstacles that penetrate above the level of the helideck shall have an obstacle-free

sector marking.

Location

5.2.11.2 A helideck obstacle-free sector marking shall be located, where practicable, at a distance from the centre of

the TLOF equal to the radius of the largest circle that can be drawn in the TLOF or 0.5 D, whichever is greater.

Note.— Where the point of origin is outside the TLOF, and it is not practicable to physically paint the chevron, the

chevron is relocated to the TLOF perimeter on the bisector of the obstacle-free sector. In this case, the distance and direction

of displacement, along with the attention-getting “WARNING DISPLACED CHEVRON”, is marked in a box beneath the

chevron in black characters not less than 10 cm high. (An example figure is given in the Heliport Manual (Doc 9261).)

Characteristics

5.2.11.3 The helideck obstacle-free sector marking shall indicate the location of the obstacle-free sector and the

directions of the limits of the sector.

Note.— Example figures are given in the Heliport Manual (Doc 9261).

5.2.11.4 The height of the chevron shall not be less than 30 cm.

5.2.11.5 The chevron shall be marked in a conspicuous colour.

5.2.11.6 Recommendation.— The colour of the chevron should be black.

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5.2.12 Helideck and shipboard heliport surface marking

Note.— The objective of helideck and shipboard heliport surface marking is to provide to the pilot, by colour and

conspicuity, the location of the TLOF on a helideck or shipboard heliport.

Application

5.2.12.1 Recommendation.— A surface marking should be provided to assist the pilot to identify the location of the

helideck or shipboard heliport during an approach by day.

Location

5.2.12.2 Recommendation.— A surface marking should be applied to the dynamic load-bearing area bounded by the

TLOF perimeter marking.

Characteristics

5.2.12.3 Recommendation.— The helideck or shipboard heliport surface bounded by the TLOF perimeter marking

should be of dark green using a high friction coating.

Note.— Where the application of a surface coating may have a degrading effect on friction qualities , the surface might

not be painted. In such cases, the best operating practice to enhance the conspicuity of markings is to outline deck markings

with a contrasting colour.

5.2.13 Helicopter taxiway markings and markers

Note 1.— The objective of helicopter taxiway markings and markers is, without being a hazard to the helicopter, to

provide to the pilot by day and, if necessary, by night, visual cues to guide movement along the taxiway

. Note 2.— The specifications for runway-holding position markings in Annex 14, Volume I, 5.2.10 are equally applicable

to taxiways intended for ground taxiing of helicopters.

Note 3.— Ground taxi-routes and air taxi-routes over a taxiway are not required to be marked.

Note 4.— Unless otherwise indicated, it may be assumed that a helicopter taxiway is suitable for both ground taxiing

and air taxiing of helicopters.

Note 5.— Signage may be required on an aerodrome where it is necessary to indicate that a helicopter taxiway is

suitable only for the use of helicopters.

Application

5.2.13.1 The centre line of a helicopter taxiway shall be identified with a marking.

5.2.13.2 Recommendation.— The edges of a helicopter taxiway, if not self-evident, should be identified with markers

or markings.

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Location

5.2.13.3 Helicopter taxiway markings shall be along the centre line and, if required, along the edges of a helicopter taxiway. 5.2.13.4 Helicopter taxiway edge markers shall be located at a distance of 1 m to 3 m beyond the edge of the helicopter

taxiway.

5.2.13.5 Helicopter taxiway edge markers shall be spaced at intervals of not more than 15 m on each side of straight

sections and 7.5 m on each side of curved sections with a minimum of four equally spaced markers per section.

Characteristics

5.2.13.6 On a paved taxiway, a helicopter taxiway centre line marking shall be a continuous yellow line 15 cm in width.

5.2.13.7 On an unpaved taxiway that will not accommodate painted markings, a helicopter taxiway centre line shall be

marked with flush in-ground 15-cm-wide and approximately 1.5 m in length yellow markers, spaced at intervals of not more

than 30 m on straight sections and not more than 15 m on curves, with a minimum of four equally spaced markers per section. 5.2.13.8 Helicopter taxiway edge markings shall be a continuous double yellow line, each 15 cm in width, and spaced

15 cm apart (nearest edge to nearest edge). 5.2.13.9 A helicopter taxiway edge marker shall be frangible to the wheeled undercarriage of a helicopter.

5.2.13.10 A helicopter taxiway edge marker shall not exceed a plane originating at a height of 25 cm above the plane

of the helicopter taxiway, at a distance of 0.5 m from the edge of the helicopter taxiway and sloping upwards and outwards at

a gradient of 5 per cent to a distance of 3 m beyond the edge of the helicopter taxiway. 5.2.13.11 A helicopter taxiway edge marker shall be blue. Note 1.— Guidance on suitable edge markers is given in the Heliport Manual (Doc 9261).

Note 2.— If blue markers are used on an aerodrome, signage may be required to indicate that the helicopter taxiway is

suitable only for helicopters. 5.2.13.12 If the helicopter taxiway is to be used at night, the edge markers shall be internally illuminated or retro-

reflective.

5.2.14 Helicopter air taxi-route markings and markers

Note.— The objective of helicopter air taxi-route markings and markers is to provide to the pilot by day and, if necessary,

by night, visual cues to guide movement along the air taxi-route.

Application

5.2.14.1 The centre line of a helicopter air taxi-route shall be identified with markers or markings.

Location

5.2.14.2 A helicopter air taxi-route centre line marking or flush in-ground centre line marker shall be located along the

centre line of the helicopter air taxi-route.

Annex 14 — Aerodromes Volume II

5/11/20 5-18

Characteristics 5.2.14.3 A helicopter air taxi-route centre line, when on a paved surface, shall be marked with a continuous yellow line

15 cm in width. 5.2.14.4 A helicopter air taxi-route centre line, when on an unpaved surface that will not accommodate painted

markings, shall be marked with flush in-ground 15-cm-wide and approximately 1.5 m in length yellow markers, spaced at

intervals of not more than 30 m on straight sections and not more than 15 m on curves, with a minimum of four equally

spaced markers per section. 5.2.14.5 If the helicopter air taxi-route is to be used at night, markers shall be either internally illuminated or retro-

reflective.

5.2.15 Helicopter stand markings Note.— The objective of helicopter stand markings is to provide to the pilot a visual indication of: an area that is free of

obstacles and in which permitted manoeuvring, and all necessary ground functions, may take place; identification, mass and

D-value limitations, when required; and guidance for manoeuvring and positioning of the helicopter within the stand. Application 5.2.15.1 A helicopter stand perimeter marking shall be provided. 5.2.15.2 A helicopter stand shall be provided with the appropriate TDPM. See Figure 5-8.

5.2.15.3 Recommendation.— Alignment lines and lead-in/lead-out lines should be provided on a helicopter stand. Note 1.— See Chapter 3, Figures 3.5 to 3.9. Note 2.— Helicopter stand identification markings may be provided where there is a need to identify individual stands.

Note 3.— Additional markings relating to stand size may be provided. See the Heliport Manual (Doc 9261). Location 5.2.15.4 The TDPM, alignment lines and lead-in/lead-out lines shall be located such that every part of the helicopter

can be contained within the helicopter stand during positioning and permitted manoeuvring.

5.2.15.5 Alignment lines and lead-in/lead-out lines shall be located as shown in Figure 5-9. Characteristics

5.2.15.6 A helicopter stand perimeter marking shall consist of a continuous yellow line and have a line width of 15 cm.

5.2.15.7 The TDPM shall have the characteristics described in Section 5.2.9 above. 5.2.15.8 Alignment lines and lead-in/lead-out lines shall be continuous yellow lines and have a width of 15 cm. 5.2.15.9 Curved portions of alignment lines and lead-in/lead-out lines shall have radii appropriate to the most

demanding helicopter type the helicopter stand is intended to serve. 5.2.15.10 Stand identification markings shall be marked in a contrasting colour so as to be easily readable .

Chapter 5 Annex 14 — Aerodromes

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Figure 5-9. Helicopter stand markings

Note 1.— Where it is intended that helicopters proceed in one direction only, arrows indicating the direction to be

followed may be added as part of the alignment lines.

Note 2.— The characteristics of markings related to the stand size and alignment and lead-in/lead-out lines are

illustrated in Figure 5-9. Examples of stands and their markings can be seen in Chapter 3, Figures 3.5 to 3.9.

5.2.16 Flight path alignment guidance marking

Note.— The objective of flight path alignment guidance marking is to provide the pilot with a visual indication of the

available approach and/or departure path direction(s).

Application

5.2.16.1 Recommendation.— Flight path alignment guidance marking(s) should be provided at a heliport where it is

desirable and practicable to indicate available approach and/or departure path direction(s).

Note.— The flight path alignment guidance marking can be combined with a flight path alignment guidance lighting

system described in 5.3.4.

0.5 D

Taxi-route centre-line Taxiway centre-line

Lead-in/lead-out lines

15 cm line width

Helicopter stand

perimeter marking

1.2 D yellow circle

15 cm line width

TDPM yellow circle or

and stop linescentre

inner measurement 0.5 D

TDPM line width 0.5 m

Alignment line

continuous yellow line

15 cm line width

0.5 D

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Location

5.2.16.2 The flight path alignment guidance marking shall be located in a straight line along the direction of approach

and/or departure path on one or more of the TLOF, FATO, safety area or any suitable surface in the immediate vicinity of the

FATO or safety area.

Characteristics

5.2.16.3 A flight path alignment guidance marking shall consist of one or more arrows marked on the TLOF, FATO

and/or safety area surface as shown in Figure 5-10. The stroke of the arrow(s) shall be 50 cm in width and at least 3 m in

length. When combined with a flight path alignment guidance lighting system it shall take the form shown in Figure 5 -10

which includes the scheme for marking “heads of the arrows” which are constant regardless of stroke length.

Note.— In the case of a flight path limited to a single approach direction or single departure direction, the arrow

marking may be unidirectional. In the case of a heliport with only a single approach/departure path available, one

bidirectional arrow is marked.

5.2.16.4 Recommendation.— The markings should be in a colour which provides good contrast against the

background colour of the surface on which they are marked, preferably white.

Figure 5-10. Flight path alignment guidance markings and lights

FATO

Safety Area

Examples shown for both multiple and

single take-off climb/approach surfaces

Arrows can be positioned within TLOF,

FATO and/or safety area

Lights can be aligned outside arrow

Lights – 3 or more at 1.5 m to 3.0 m spacing

Arrow Details

1.6 m 0.50 m Width

1.5 m

3.0 m (minimum)

Stroke between arrow heads can be longer. Arrow heads constant dimensions.

Chapter 5 Annex 14 — Aerodromes

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5.3 Lights

5.3.1 General

Note 1.— See Annex 14, Volume I, 5.3.1, concerning specifications on screening of non-aeronautical ground lights, and

design of elevated and inset lights.

Note 2.— In the case of helidecks and heliports located near navigable waters, consideration needs to be given to

ensuring that aeronautical ground lights do not cause confusion to mariners. Note 3.— As helicopters will generally come very close to extraneous light sources, it is particularly important to ensure

that, unless such lights are navigation lights exhibited in accordance with international regulations, they are screened or

located so as to avoid direct and reflected glare. Note 4.— Systems addressed in sections 5.3.4, 5.3.6, 5.3.7 and 5.3.8 are designed to provide effective lighting cues based

on night conditions. Where lights are to be used in conditions other than night (i.e. day or twilight), it may be necessary to

increase the intensity of the lighting to maintain effective visual cues by use of a suitable brilliancy control. Guidance is

provided in the Aerodrome Design Manual (Doc 9157), Part 4.

Note 5.— The specifications for marking and lighting of obstacles included in Annex 14, Volume I, Chapter 6, are

equally applicable to heliports and winching areas. Note 6.— In cases where operations into a heliport are to be conducted at night with night vision imaging systems

(NVIS), it is important to establish the compatibility of the NVIS with all heliport lighting th rough an assessment by the

helicopter operator prior to use.

5.3.2 Heliport beacon Application

5.3.2.1 Recommendation.— A heliport beacon should be provided at a heliport where: a) long-range visual guidance is considered necessary and is not provided by other visual means; or b) identification of the heliport is difficult due to surrounding lights. Location

5.3.2.2 The heliport beacon shall be located on or adjacent to the heliport preferably at an elevated position and so that

it does not dazzle a pilot at short range.

Note.— Where a heliport beacon is likely to dazzle pilots at short range, it may be switched off during the final stages of

the approach and landing.

Characteristics

5.3.2.3 The heliport beacon shall emit repeated series of equispaced short duration white flashes in the format in

Figure 5-11. 5.3.2.4 The light from the beacon shall show at all angles of azimuth.

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Figure 5-11. Heliport beacon flash characteristics

5.3.2.5 Recommendation.— The effective light intensity distribution of each flash should be as shown in Figure 5-12,

Illustration 1.

Note.— Where brilliancy control is desired, settings of 10 per cent and 3 per cent have been found to be satisfactory. In

addition, shielding may be necessary to ensure that pilots are not dazzled during the final stages of the approach and landin g.

5.3.3 Approach lighting system

Application

5.3.3.1 Recommendation.— An approach lighting system should be provided at a heliport where it is desirable and

practicable to indicate a preferred approach direction.

Location

5.3.3.2 The approach lighting system shall be located in a straight line along the preferred direction of approach.

Characteristics

5.3.3.3 Recommendation.— An approach lighting system should consist of a row of three lights spaced uniformly at

30 m intervals and of a crossbar 18 m in length at a distance of 90 m from the perimeter of the FATO as shown in

Figure 5-13. The lights forming the crossbar should be as nearly as practicable in a horizontal straight line at right angles to,

and bisected by, the line of the centre line lights and spaced at 4.5 m intervals. Where there is the need to make the final

approach course more conspicuous, additional lights spaced uniformly at 30 m intervals should be added beyond the

crossbar. The lights beyond the crossbar may be steady or sequenced flashing, depending upon the environment.

Note.— Sequenced flashing lights may be useful where identification of the approach lighting system is difficult due to

surrounding lights.

5.3.3.4 The steady lights shall be omnidirectional white lights.

5.3.3.5 Sequenced flashing lights shall be omnidirectional white lights.

1.2 s

0.8 s0.8 s

Intensity Flash duration 0.5 — 2.0 milliseconds

Time

Chapter 5 Annex 14 — Aerodromes

5-23 5/11/20

Figure 5-12. Isocandela diagrams

–180° +180°

0°

2°

6° 5°

9°

15° 250 cd*

2 500 cd*

2 500 cd*

3 500 cd*

3 500 cd*

250 cd*

Elevation

Azimuth

(white light)

* Effective intensity

Illustration 3 — Approach light flashing

–180° +180°

0°

10°

20°

30°

40°

60°

90° 55 cd/m2

50 cd/m2

55 cd/m 2

30 cd/m2

15 cd/m 2

5 cd/m2

Elevation

Azimuth

45 cd/m 2

(green light)

Illustration — Touchdown and lift-off area6 luminescent panels

–180° +180°

0°

1 1/2°

2 1/2°

4°

7°

10° 250 cd*

750 cd*

2 500 cd*

2 500 cd*

1 700 cd*

1 700 cd*

Elevation

Azimuth (white light)

* Effective intensity

Illustration 1 — Heliport beacon

–180° +180°

0°

3°

10°

20°

25°

30° 10 cd

50 cd

100 cd

100 cd

10 cd

Elevation

Azimuth

Illustration — Final approach and4 take-off area lights and aiming point lights

–180° +180°

0°

2°

6° 5°

9°

15° 25 cd

250 cd

250 cd

350 cd

350 cd

25 cd

Elevation

Azimuth (white light)

Illustration 2 — Approach light steady burning

–180° +180°

2° E 5° 

5°<E 10°

10°<E 13°

13°< °E 20

20°< °E 90 3 cd

8 cd

30 cd

15 cd

15 cd

Elevation (E)

Azimuth (green or white light)

llustration — TLOF perimeter lights and5 flight path alignment guidance lighting system

Note.— Additional values may be required in the case of installations requiring identification by means of the lights at an elevation of less than two degrees.

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Figure 5-13. Approach lighting system

5.3.3.6 Recommendation.— The flashing lights should have a flash frequency of one per second and their light

distribution should be as shown in Figure 5-12, Illustration 3. The flash sequence should commence from the outermost light

and progress towards the crossbar.

5.3.3.7 Recommendation.— A suitable brilliancy control should be incorporated to allow for adjustment of light

intensity to meet the prevailing conditions.

Note.— The following intensity settings have been found suitable:

a) steady lights — 100 per cent, 30 per cent and 10 per cent; and

b) flashing lights — 100 per cent, 10 per cent and 3 per cent.

5.3.4 Flight path alignment guidance lighting system

Application

5.3.4.1 Recommendation.— Flight path alignment guidance lighting system(s) should be provided at a heliport where

it is desirable and practicable to indicate available approach and/or departure path direction(s).

Note.— The flight path alignment guidance lighting can be combined with the flight path alignment guidance marking

described in 5.2.16.

Location

5.3.4.2 The flight path alignment guidance lighting system shall be in a straight line along the direction(s) of approach

and/or departure path on one or more of the TLOF, FATO, safety area or any suitable surface in the immediate vicinity of the

FATO, TLOF or safety area.

5.3.4.3 Recommendation.— If combined with a flight path alignment guidance marking, as far as is practicable the

lights should be located inside the “arrow” markings.

1 8 m

30 m

210 m

90 m

FATO

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Characteristics

5.3.4.4 Recommendation.— A flight path alignment guidance lighting system should consist of a row of three or more

lights spaced uniformly with a total minimum distance of 6 m. Intervals between lights should not be less than 1.5 m and

should not exceed 3 m. Where space permits, there should be 5 lights. (See Figure 5-10.)

Note.— The number of lights and spacing between these lights may be adjusted to reflect the space available. If more

than one flight path alignment system is used to indicate available approach and/or departure path direction(s), the

characteristics for each system are typically kept the same. (See Figure 5-10.)

5.3.4.5 The lights shall be steady omnidirectional inset white lights.

5.3.4.6 Recommendation.— The distribution of the lights should be as indicated in Figure 5-12, Illustration5.

5.3.4.7 Recommendation.— A suitable control should be incorporated to allow for adjustment of light intensity to

meet the prevailing conditions and to balance the flight path alignment guidance lighting system with other heliport lights

and general lighting that may be present around the heliport.

5.3.5 Visual alignment guidance system

Note.— The objective of a visual alignment guidance system is to provide conspicuous and discrete cues to assist the

pilot to attain and maintain a specified approach track to a heliport. Guidance on suitable visual alignment guidance systems

is given in the Heliport Manual (Doc 9261).

Application

Recommendation.— A visual alignment guidance system should be provided to serve the approach to a heliport where

one or more of the following conditions exist, especially at night:

a) obstacle clearance, noise abatement or traffic control procedures require a particular direction to be flown;

b) the environment of the heliport provides few visual surface cues; and

c) it is physically impracticable to install an approach lighting system.

5.3.6 Visual approach slope indicator

Note.— The objective of a visual approach slope indicator is to provide conspicuous and discrete colour cues , within a

specified elevation and azimuth, to assist the pilot to attain and maintain the approach slope to a desired position within a

FATO. Guidance on suitable visual approach slope indicators is given in the Heliport Manual (Doc 9261).

Application

Recommendation.— A visual approach slope indicator should be provided to serve the approach to a heliport, whether

or not the heliport is served by other visual approach aids or by non-visual aids, where one or more of the following

conditions exist, especially at night:

a) obstacle clearance, noise abatement or traffic control procedures require a particular slope to be flown;

Annex 14 — Aerodromes Volume II

5/11/20 5-26

b) the environment of the heliport provides few visual surface cues; and

c) the characteristics of the helicopter require a stabilized approach.

5.3.7 FATO lighting systems

for onshore surface-level heliports

Note.— The objective of a FATO lighting system for onshore surface-level heliports is to provide to the pilot operating at

night an indication of the shape, location and extent of the FATO.

Application

5.3.7.1 Where a FATO with a solid surface is established at a surface-level heliport intended for use at night, FATO

lights shall be provided except that they may be omitted where the FATO and the TLOF are nearly coincidental or the extent

of the FATO is self-evident.

Location

5.3.7.2 FATO lights shall be placed along the edges of the FATO. The lights shall be uniformly spaced as follows:

a) for an area in the form of a square or rectangle, at intervals of not more than 50 m with a minimum of four lights on

each side including a light at each corner; and

b) for any other shaped area, including a circular area, at intervals of not more than 5 m with a minimum of ten lights.

Characteristics

5.3.7.3 FATO lights shall be fixed omnidirectional lights showing white. Where the intensity of the lights is to be

varied, the lights shall show variable white.

5.3.7.4 Recommendation.— The light distribution of FATO lights should be as shown in Figure 5-12, Illustration 4.

5.3.7.5 Recommendation.— The lights should not exceed a height of 25 cm and should be inset when a light

extending above the surface would endanger helicopter operations. Where a FATO is not meant for lift-off or touchdown, the

lights should not exceed a height of 25 cm above ground or snow level.

5.3.8 Aiming point lights

Note.— The objective of aiming point lights is to provide a visual cue indicating to the pilot by night the preferred

approach/departure direction, the point to which the helicopter approaches to a hover before positioning to a TLOF where a

touchdown can be made, and that the surface of the FATO is not intended for touchdown.

Application

5.3.8.1 Recommendation.— Where an aiming point marking is provided at a heliport intended for use at night,

aiming point lights should be provided.

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Location

5.3.8.2 Aiming point lights shall be collocated with the aiming point marking.

Characteristics

5.3.8.3 Aiming point lights shall form a pattern of at least six omnidirectional white lights as shown in Figure 5 -7. The

lights shall be inset when a light extending above the surface could endanger helicopter operations.

5.3.8.4 Recommendation.— The light distribution of aiming point lights should be as shown in Figure 5 -12,

Illustration 4.

5.3.9 TLOF lighting system

Note.— The objective of a TLOF lighting system is to provide illumination of the TLOF and required elements within.

For a TLOF located in a FATO, the objective is to provide discernibility to the pilot , on a final approach, of the TLOF and

required elements within; while for a TLOF located on an elevated heliport, shipboard heliport or helideck, the objective is

visual acquisition from a defined range and to provide sufficient shape cues to permit an appropriate approach angle to be

established.

Application

5.3.9.1 A TLOF lighting system shall be provided at a heliport intended for use at night.

Note.— Where a TLOF is located in a stand, the objective may be met with the use of ambient lighting or stand

floodlighting.

5.3.9.2 For a surface-level heliport, lighting for the TLOF in a FATO shall consist of one or more of the following:

a) perimeter lights;

b) floodlighting;

c) arrays of segmented point source lighting (ASPSL) or luminescent panel (LP) lighting to identify the TLOF when a)

and b) are not practicable and FATO lights are available.

5.3.9.3 For an elevated heliport, shipboard heliport or helideck, lighting for the TLOF in a FATO shall consist of:

a) perimeter lights; and

b) ASPSL and/or LPs to identify the TDPM and/or floodlighting to illuminate the TLOF.

Note.— At elevated heliports, shipboard heliports and helidecks, surface texture cues within the TLOF are essential for

helicopter positioning during the final approach and landing. Such cues can be provided using various forms of lighting

(ASPSL, LP, floodlights or a combination of these lights, etc.) in addition to perimeter lights. Best results have been

demonstrated by the combination of perimeter lights and ASPSL in the form of encapsulated strips of light emitting diodes n

(LEDs) and inset lights to identify the TDPM and heliport identification markings.

5.3.9.4 Recommendation.— TLOF ASPSL and/or LPs to identify the TDPM and/or floodlighting should be provided

at a surface-level heliport intended for use at night when enhanced surface texture cues are required.

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Location

5.3.9.5 TLOF perimeter lights shall be placed along the edge of the area designated for use as the TLOF or within a

distance of 1.5 m from the edge. Where the TLOF is a circle, the lights shall be:

a) located on straight lines in a pattern which will provide information to pilots on drift displacement; and

b) where a) is not practicable, evenly spaced around the perimeter of the TLOF at the appropriate interval, except that

over a sector of 45 degrees the lights shall be spaced at half spacing.

5.3.9.6 TLOF perimeter lights shall be uniformly spaced at intervals of not more than 3 m for elevated heliports and

helidecks and not more than 5 m for surface-level heliports. There shall be a minimum number of four lights on each side

including a light at each corner. For a circular TLOF where lights are installed in accordance with 5.3.9.5 b), there shall be a

minimum of fourteen lights.

Note.— Guidance on this issue is contained in the Heliport Manual (Doc 9261).

5.3.9.7 The TLOF perimeter lights shall be installed at an elevated heliport or fixed helideck such that the pattern

cannot be seen by the pilot from below the elevation of the TLOF.

5.3.9.8 The TLOF perimeter lights shall be installed on a moving helideck or shipboard heliport such that the pattern

cannot be seen by the pilot from below the elevation of the TLOF when the helideck or shipboard heliport is level.

5.3.9.9 On surface-level heliports, ASPSL or LPs, if provided to identify the TLOF, shall be placed along the marking

designating the edge of the TLOF. Where the TLOF is a circle, they shall be located on straight lines circumscribing the area.

5.3.9.10 On surface-level heliports, the minimum number of LPs on a TLOF shall be nine. The total length of LPs in a

pattern shall not be less than 50 per cent of the length of the pattern. There shall be an odd number with a minimum number

of three panels on each side of the TLOF including a panel at each corner. LPs shall be uniformly spaced with a distance

between adjacent panel ends of not more than 5 m on each side of the TLOF.

5.3.9.11 Recommendation.— When LPs are used on an elevated heliport or helideck to enhance surface texture cues,

the panels should not be placed adjacent to the perimeter lights. They should be placed around a TDPM or coincident with

heliport identification marking.

5.3.9.12 TLOF floodlights shall be located so as to avoid glare to pilots in flight or to personnel working on the area.

The arrangement and aiming of floodlights shall be such that shadows are kept to a minimum.

Note.— ASPSL and LPs used to designate the TDPM and/or heliport identification marking have been shown to provide

enhanced surface texture cues when compared to low-level floodlights. Due to the risk of misalignment, if floodlights are

used, there will be a need for them to be checked periodically to ensure they remain within the specifications contained

within 5.3.9.

Characteristics

5.3.9.13 The TLOF perimeter lights shall be fixed omnidirectional lights showing green.

5.3.9.14 At a surface-level heliport, ASPSL or LPs shall emit green light when used to define the perimeter of the

TLOF.

5.3.9.15 Recommendation.— The chromaticity and luminance of colours of LPs should conform to Annex 14,

Volume I, Appendix 1, 3.4.

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5-29 5/11/20

5.3.9.16 An LP shall have a minimum width of 6 cm. The panel housing shall be the same colour as the marking it

defines.

5.3.9.17 For a surface-level or elevated heliport, the TLOF perimeter lights located in a FATO shall not exceed a

height of 5 cm and shall be inset when a light extending above the surface could endanger helicopter operations.

5.3.9.18 For a helideck or shipboard heliport, the TLOF perimeter lights shall not exceed a height of 5 cm, or for a

FATO/TLOF, 15 cm.

5.3.9.19 Recommendation.— When located within the safety area of a surface-level or elevated heliport, the TLOF

floodlights should not exceed a height of 25 cm.

5.3.9.20 For a helideck or shipboard heliport, the TLOF floodlights shall not exceed a height of 5 cm, or for a

FATO/TLOF, 15 cm.

5.3.9.21 The LPs shall not extend above the surface by more than 2.5 cm.

5.3.9.22 Recommendation.— The light distribution of the perimeter lights should be as shown in Figure 5-12,

Illustration 5.

5.3.9.23 Recommendation.— The light distribution of the LPs should be as shown in Figure 5-12, Illustration 6.

5.3.9.24 The spectral distribution of TLOF floodlights shall be such that the surface and obstacle markings can be

correctly identified.

5.3.9.25 Recommendation.— The average horizontal illuminance of the floodlighting should be at least 10 lux, with a

uniformity ratio (average to minimum) of not more than 8:1 measured on the surface of the TLOF.

5.3.9.26 Recommendation.— Lighting used to identify the TDPC should comprise a segmented circle of

omnidirectional ASPSL strips showing yellow. The segments should consist of ASPSL strips, and the total length of the

ASPSL strips should not be less than 50 per cent of the circumference of the circle.

5.3.9.27 Recommendation.— If utilized, the heliport identification marking lighting should be omnidirectional

showing green.

5.3.10 Helicopter stand floodlighting

Note.— The objective of helicopter stand floodlighting is to provide illumination of the stand surface and associated

markings to assist the manoeuvring and positioning of a helicopter and facilitation of essential operations around the

helicopter.

Application

5.3.10.1 Recommendation.— Helicopter stand floodlighting should be provided on a helicopter stand intended to be

used at night.

Note.— Guidance on stand floodlighting is given in the apron floodlighting section in the Aerodrome Design Manual

(Doc 9157), Part 4.

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5/11/20 5-30

Location

5.3.10.2 Recommendation.— Helicopter stand floodlights should be located so as to provide adequate illumination,

with a minimum of glare to the pilot of a helicopter in flight and on the ground, and to personnel on the stand . The

arrangement and aiming of floodlights should be such that a helicopter stand receives light from two or more directions to

minimize shadows.

Characteristics

5.3.10.3 The spectral distribution of stand floodlights shall be such that the colours used for surface and obstacle

marking can be correctly identified.

5.3.10.4 Horizontal and vertical illuminance shall be sufficient to ensure that visual cues are discernible for required

manoeuvring and positioning, and essential operations around the helicopter can be performed expeditiously without

endangering personnel or equipment.

5.3.11 Winching area floodlighting

Note.— The objective of winching area floodlighting is to provide illumination of the surface and obstacles, and visual

cues to assist a helicopter to be positioned over, and retained within, an area from which a passenger or equipment can be

lowered or raised.

Application

5.3.11.1 Winching area floodlighting shall be provided at a winching area intended for use at night.

Location

5.3.11.2 Winching area floodlights shall be located so as to avoid glare to pilots in flight or to personnel working on

the area. The arrangement and aiming of floodlights shall be such that shadows are kept to a minimum.

Characteristics

5.3.11.3 The spectral distribution of winching area floodlights shall be such that the surface and obstacle markings can

be correctly identified.

5.3.11.4 Recommendation.— The average horizontal illuminance should be at least 10 lux, measured on the surface

of the winching area.

5.3.12 Taxiway lights

Note.— The specifications for taxiway centre line lights and taxiway edge lights in Annex 14, Volume I, 5.3.17 and

5.3.18, are equally applicable to taxiways intended for ground taxiing of helicopters.

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5.3.13 Visual aids for denoting obstacles outside

and below the obstacle limitation surface

Note.— Arrangements for an aeronautical study of objects outside the obstacle limitation surface and for other objects

are addressed in Annex 14, Volume I, Chapter 4.

5.3.13.1 Recommendation.— Where an aeronautical study indicates that obstacles in areas outside and below the

boundaries of the obstacle limitation surface established for a heliport constitute a hazard to helicopters, they should be

marked and lit, except that the marking may be omitted when the obstacle is lighted with high-intensity obstacle lights by day.

5.3.13.2 Recommendation.— Where an aeronautical study indicates that overhead wires or cables crossing a river,

waterway, valley or highway constitute a hazard to helicopters, they should be marked, and their supporting towers marked

and lit.

5.3.14 Floodlighting of obstacles

Application

5.3.14.1 At a heliport intended for use at night, obstacles shall be floodlighted if it is not possible to display obstacle

lights on them.

Location

5.3.14.2 Obstacle floodlights shall be arranged so as to illuminate the entire obstacle and as far as practicable in a

manner so as not to dazzle pilots.

Characteristics

5.3.14.3 Recommendation.— Obstacle floodlighting should be such as to produce a luminance of at least 10 cd/m2.

______________________

ANNEX 14 — VOLUME II 6-1 5/11/20

CHAPTER 6. HELIPORT EMERGENCY RESPONSE

6.1 Heliport emergency planning

Introductory Note.— Heliport emergency planning is the process of preparing a heliport to cope with an emergency that

takes place at the heliport or in its vicinity. Examples of emergencies include crashes on or off the heliport, medical

emergencies, dangerous goods occurrences, fires and natural disasters. The purpose of heliport emergency planning is to

minimize the impact of an emergency by saving lives and maintaining helicopter operations. The heliport emergency plan

sets out the procedures for coordinating the response of heliport agencies or services (air traffic services unit, firefighting

services, heliport administration, medical and ambulance services, aircraft operators, security services and police) and the

response of agencies in the surrounding community (fire departments, police, medical and ambulance services, hospitals,

military, and harbour patrol or coast guard) that could be of assistance in responding to the emergency. 6.1.1 A heliport emergency plan shall be established commensurate with the helicopter operations and other activities

conducted at the heliport.

6.1.2 The plan shall identify agencies which could be of assistance in responding to an emergency at the heliport or in

its vicinity. 6.1.3 Recommendation.— The heliport emergency plan should provide for the coordination of the actions to be taken

in the event of an emergency occurring at a heliport or in its vicinity. 6.1.4 Recommendation.— Where an approach/departure path at a heliport is located over water, the plan should

identify which agency is responsible for coordinating rescue in the event of a helicopter ditching and indicate how to contact

that agency.

6.1.5 Recommendation.— The plan should include, as a minimum, the following information: a) the types of emergencies planned for; b) how to initiate the plan for each emergency specified;

c) the name of agencies on and off the heliport to contact for each type of emergency with telephone numbers or other

contact information; d) the role of each agency for each type of emergency; e) a list of pertinent on-heliport services available with telephone numbers or other contact information;

f) copies of any written agreements with other agencies for mutual aid and the provision of emergency services; and

g) a grid map of the heliport and its immediate vicinity. 6.1.6 Recommendation.— All agencies identified in the plan should be consulted about their role in the plan.

6.1.7 Recommendation.— The plan should be reviewed and the information in it updated at least yearly or, if deemed

necessary, after an actual emergency, so as to correct any deficiency found during an actual emergency.

6.1.8 Recommendation.— A test of the emergency plan should be carried out at least once every three years.

Annex 14 — Aerodromes Volume II

5/11/20 6-2

6.2 Rescue and firefighting

Introductory Note.— It is important this section be read in conjunction with the appropriate detailed guidance on rescue

and firefighting options given in the Heliport Manual (Doc 9261). Provisions described in this section are intended to address incidents or accidents within the heliport response area only.

No dedicated firefighting provisions are included for helicopter accidents or incidents that may occur outside the response

area, such as on an adjacent roof near an elevated heliport.

Complementary agents are ideally dispensed from one or two extinguishers (although more extinguishers may be

permitted where high volumes of an agent are specified, e.g. H3 operations). The discharge rate of complementary agents

needs to be selected for optimum effectiveness of the agent used. When selecting dry chemical powders for use with foam,

care needs to be exercised to ensure compatibility. Complementary agents need to comply with the appropriate specifications

of the International Organization for Standardization (ISO). Where a fixed monitor system (FMS) is installed, trained monitor operators, where provided, are positioned on at least

the upwind location to ensure primary media is directed to the seat of the fire. For a ring-main system (RMS) practical

testing has indicated that these solutions are only guaranteed to be fully effective for TLOFs up to 20 m diameter. If the

TLOF is greater than 20 m, an RMS should not be considered unless supplemented by other means to distribute primary

media (e.g. additional pop-up nozzles installed in the centre of the TLOF). The International Convention for the Safety of Life at Sea (SOLAS) sets forth provisions on rescue and firefighting (RFF)

arrangements for purpose-built and non-purpose-built shipboard heliports in SOLAS regulations II 2/18, II-2-Helicopter

Facilities, and the SOLAS Fire Safety Systems Code.

It may therefore be assumed that this chapter does not include RFF arrangements for purpose built or non-purpose-built

shipboard heliports or for winching areas.

6.2.1 Applicability

6.2.1.1 The following specifications shall apply to new builds or replacement of existing systems or part thereof from

1 January 2023: 6.2.2.1, 6.2.3.3, 6.2.3.4, 6.2.3.6, 6.2.3.7, 6.2.3.9, 6.2.3.10, 6.2.3.12, 6.2.3.13 and 6.2.4.2.

Note.— For areas for the exclusive use of helicopters at aerodromes primarily for the use of aeroplanes, distribution of

extinguishing agents, response time, rescue equipment and personnel have not been considered in this section. See Annex 14,

Volume I, Chapter 9. 6.2.1.2 Rescue and firefighting equipment and services shall be provided at helidecks and at elevated heliports located

above occupied structures. 6.2.1.3 Recommendation.— A safety risk assessment should be performed to determine the need for RFF equipment

and services at surface-level heliports and elevated heliports located above unoccupied structures.

Note.— Further guidance on factors to inform the safety risk assessment, including staffing models for heliports with

only occasional movements and examples of unoccupied areas that may be located beneath elevated heliports, is given in the

Heliport Manual (Doc 9261).

6.2.2 Level of protection provided

6.2.2.1 For the application of primary media, the discharge rate (in litres/minute) applied over the assumed practical

critical area (in m2) shall be predicated on a requirement to bring any fire which may occur on the heliport under control

within one minute, measured from activation of the system at the appropriate discharge rate.

Chapter 6 Annex 14 — Aerodromes

6-3 5/11/20

Practical critical area calculation where

primary media is applied as a solid stream

Note.— This section is not applicable to helidecks regardless of how primary media is being delivered.

6.2.2.2 Recommendation.— The practical critical area should be calculated by multiplying the helicopter fuselage

length (m) by the helicopter fuselage width (m) plus an additional width factor (W1) of 4 m. Categorization from H0 to H3

should be determined on the basis of the fuselage dimensions in Table 6-1.

Note 1.— For helicopters which exceed one or both of the dimensions for a category H3 heliport, it will be necessary to

recalculate the level of protection using practical critical area assumptions based on the actual fuselage length and the

actual fuselage width of the helicopter plus an additional width factor (W1) of 6 m.

Note 2.— The practical critical area may be considered on a helicopter type-specific basis by using the formula in

6.2.2.2. Guidance on practical critical area in relation to the heliport firefighting category is given in the Heliport Manual

(Doc 9261) where a discretionary 10 per cent tolerance on fuselage dimension “upper limits” is applied.

Table 6-1. Heliport firefighting category

Category

(1)

Maximum

fuselage length

(2)

Maximum

fuselage width

(3)

H0 up to but not including 8 m 1.5

H1 from 8 m up to but not including 12 m 2

H2 from 12 m up to but not including 16 m 2.5

H3 from 16 m up to 20 m 3

Practical critical area calculation where

primary media is applied in a dispersed pattern

6.2.2.3 Recommendation.— For heliports, except helidecks, the practical critical area should be based on an area

contained within the heliport perimeter, which always includes the TLOF, and to the extent that it is load-bearing, the FATO.

6.2.2.4 Recommendation.— For helidecks, the practical critical area should be based on the largest circle capable of

being accommodated within the TLOF perimeter.

Note.— Paragraph 6.2.2.4 is applied for the practical critical area calculation for helidecks regardless of how primary

media is being delivered.

6.2.3 Extinguishing agents

Note 1.— Throughout section 6.2.3, the discharge rate of a performance level B foam is assumed to be based on an

application rate of 5.5 L/min/m2, and for a performance level C foam and for water, is assumed to be based on an application

rate of 3.75 L/min/m2. These rates may be reduced if, through practical testing, a State demonstrates that the objectives of

6.2.2.1 can be achieved for a specific foam use at a lower discharge rate (L/min).

Annex 14 — Aerodromes Volume II

5/11/20 6-4

Note 2.— Information on the required physical properties and fire extinguishing performance criteria needed for a foam

to achieve an acceptable performance level B or C rating is given in the Airport Services Manual (Doc 9137), Part 1.

Surface level heliports with primary media applied as a solid

stream using a portable foam application system (PFAS)

Note.— Except for a limited-sized surface-level heliport, the assumption is made that foam dispensing equipment will be

transported to the incident or accident location on an appropriate vehicle (a PFAS).

6.2.3.1 Recommendation.— Where a rescue and firefighting service (RFFS) is provided at a surface-level heliport,

the amount of primary media and complementary agents should be in accordance with Table 6 2.

Note.— The minimum discharge duration in Table 6-2 is assumed to be two minutes. However, if the availability of

back-up specialist fire services is remote from the heliport, consideration may need to be given to increasing the discharge

duration from two minutes to three minutes.

Table 6-2. Minimum usable amounts of

extinguishing agents for surface-level heliports

Foam meeting

performance level B

Foam meeting

performance level C Complementary agents

Category

(1)

Water (L)

(2)

Discharge rate foam

solution/minute (L)

(3)

Water (L)

(4)

Discharge rate foam

solution/minute (L)

(5)

Dry chemical

powder (kg)

(6)

Gaseous

media (kg)

(7)

H0 500 250 330 165 23 9

H1 800 400 540 270 23 9

H2 1 200 600 800 400 45 18

H3 1 600 800 1 100 550 90 36

Elevated heliports with primary media applied as a solid

stream using a fixed foam application system (FFAS)

Note.— The assumption is made that primary media (foam) will be delivered through a fixed foam application system

such as an FMS.

6.2.3.2 Recommendation.— Where an RFFS is provided at an elevated heliport, the amount of foam media and

complementary agents should be in accordance with Table 6-3.

Note 1.— The minimum discharge duration in Table 6-3 is assumed to be five minutes.

Note 2.— For guidance on the provision of additional hand-controlled foam branches for the application of aspirated

foam, see the Heliport Manual (Doc 9261).

Chapter 6 Annex 14 — Aerodromes

6-5 5/11/20

Table 6-3. Minimum usable amounts of

extinguishing agents for elevated heliports

Foam meeting

performance level B

Foam meeting

performance level C Complementary agents

Category

(1)

Water (L)

(2)

Discharge rate foam

solution/minute (L)

(3)

Water (L)

(4)

Discharge rate foam

solution/minute (L)

(5)

Dry chemical

powder (kg)

(6)

Gaseous

media (kg)

(7)

H0 1 250 250 825 165 23 9

H1 2 000 400 1 350 270 23 9

H2 3 000 600 2 000 400 45 18

H3 4 000 800 2 750 550 90 36

Elevated heliports/limited-sized surface-level heliports

with primary media applied in a dispersed pattern

through an FFAS — a solid-plate heliport

6.2.3.3 Recommendation.— The amount of water required for foam production should be predicated on the practical

critical area (m2) multiplied by the appropriate application rate (L/min/m2), giving a discharge rate for foam solution (in

L/min). The discharge rate should be multiplied by the discharge duration to calculate the amount of water needed for foam

production.

6.2.3.4 Recommendation.— The discharge duration should be at least three minutes.

6.2.3.5 Recommendation.— Complementary media should be in accordance with Table 6-3, for H2 operations.

Note.— For helicopters with a fuselage length greater than 16 m and/or a fuselage width greater than 2.5 m,

complementary media in Table 6-3 for H3 operations may be considered.

Purpose-built elevated heliports/limited-sized surface-level heliports

with primary media applied in a dispersed pattern through a fixed

application system (FAS) — a passive fire retarding surface

with water-only deck integrated firefighting system (DIFFS)

6.2.3.6 Recommendation.— The amount of water required should be predicated on the practical critical area (m2)

multiplied by the appropriate application rate (3.75 L/min/m2) giving a discharge rate for water (in L/min). The discharge

rate should be multiplied by the discharge duration to determine the total amount of water needed.

6.2.3.7 Recommendation.— The discharge duration should be at least two minutes.

6.2.3.8 Recommendation.— Complementary media should be in accordance with Table 6-3 for H2 operations.

Note.— For helicopters with a fuselage length greater than 16 m and/or a fuselage width greater than 2.5 m,

complementary media for H3 operations may be considered.

Annex 14 — Aerodromes Volume II

5/11/20 6-6

Purpose-built helidecks with primary media applied in

a solid stream or a dispersed pattern through a fixed foam

application system (FFAS) — a solid-plate heliport

6.2.3.9 Recommendation.— The amount of water required for foam media production should be predicated on the

practical critical area (m2) multiplied by the application rate (L/min/m2) giving a discharge rate for foam solution (in L/min).

The discharge rate should be multiplied by the discharge duration to calculate the amount of water needed for foam

production.

6.2.3.10 Recommendation.— The discharge duration should be at least five minutes.

6.2.3.11 Recommendation.— Complementary media should be in accordance with Table 6-3 to H0 levels for

helidecks up to and including 16.0 m and to H1/H2 levels for helidecks greater than 16.0 m. Helidecks greater than 24 m

should adopt H3 levels.

Note.— For guidance on the provision of additional hand-controlled foam branches for the application of aspirated

foam, see the Heliport Manual (Doc 9261).

Purpose-built helidecks with primary media applied in

a dispersed pattern through an FAS — a passive

fire-retarding surface with water-only DIFFS

6.2.3.12 Recommendation.— The amount of water required should be predicated on the practical critical area (m2)

multiplied by the application rate (3.75 L/min/m2) giving a discharge rate for water (in L/min). The discharge rate should be

multiplied by the discharge duration to calculate the amount of water needed.

Note.— Sea-water may be used.

6.2.3.13 Recommendation.— The discharge duration should be at least three minutes.

6.2.3.14 Recommendation.— Complementary media should be in accordance with Table 6-3 to H0 levels for

helidecks up to and including 16.0 m and to H1/H2 levels for helidecks greater than 16.0 m. Helidecks greater than 24 m

should adopt H3 levels.

6.2.4 Response time

6.2.4.1 Recommendation.— At surface-level heliports, the operational objective of the RFF response should be to

achieve response times not exceeding two minutes in optimum conditions of visibility and surface conditions.

Note.— Response time is considered to be the time between the initial call to the RFFS and the time when the first

responding vehicle(s) (the service) is (are) in position to apply foam at a rate of at least 50 per cent of the discharge rate

specified in Table 6-2.

6.2.4.2 Recommendation.— At elevated heliports, limited-sized surface-level heliports and helidecks, the response

time for the discharge of primary media at the required application rate should be 15 seconds measured from system

activation. If RFF personnel are needed, they should be immediately available on or in the vicinity of the heliport while

helicopter movements are taking place.

Chapter 6 Annex 14 — Aerodromes

6-7 5/11/20

6.2.5 Rescue arrangements

Recommendation.— Rescue arrangements commensurate with the overall risk of the helicopter operation should be

provided at the heliport.

Note.— Guidance on rescue arrangements, e.g. options for rescue and for personal protective equipment to be provided

at a heliport, is given in the Heliport Manual (Doc 9261).

6.2.6 Communication and alerting system

Recommendation.— A suitable alerting and/or communication system should be provided in accordance with the

emergency response plan.

6.2.7 Personnel

Note.— The provision of RFF personnel may be determined by use of a task/resource analysis. Guidance is given in the

Heliport Manual (Doc 9261).

6.2.7.1 Where provided, the number of RFF personnel shall be sufficient for the required task.

6.2.7.2 Where provided, RFF personnel shall be trained to perform their duties, and maintain their competence.

6.2.7.3 Rescue and firefighting personnel shall be provided with protective equipment.

6.2.8 Means of escape

6.2.8.1 Elevated heliports and helidecks shall be provided with a main access and at least one additional means of

escape.

6.2.8.2 Recommendation.— Access points should be located as far apart from each other as is practicable.

Note.— The provision of an alternative means of escape is necessary for evacuation and for access by RFF personnel.

The size of an emergency access/egress route may require consideration of the number of passengers and of special

operations such as helicopter emergency medical services that require passengers to be carried on stretchers or trolleys.

______________________

ANNEX 14 — VOLUME II APP-1 5/11/20

APPENDIX. INTERNATIONAL STANDARDS AND

RECOMMENDED PRACTICES

FOR INSTRUMENT HELIPORTS WITH

NON-PRECISION AND/OR PRECISION APPROACHES

AND INSTRUMENT DEPARTURES

1. GENERAL

Introductory Note 1.— Annex 14, Volume II, contains Standards and Recommended Practices (specifications) that

prescribe the physical characteristics and obstacle limitation surfaces to be provided for at heliports, and certain facilities

and technical services normally provided at a heliport. It is not intended that these specifications limit or regulate the

operation of an aircraft.

Introductory Note 2.— The specifications in this appendix describe additional conditions beyond those found in the main

sections of Annex 14, Volume II, that apply to instrument heliports with non-precision and/or precision approaches. All

specifications contained within the main chapters of Annex 14, Volume II, are equally applicable to instrument heliports, but

with reference to further provisions described in this Appendix.

2. HELIPORT DATA

2.1 Heliport elevation

The elevation of the TLOF and/or the elevation and geoid undulation of each threshold of the FATO (where appropriate)

shall be measured and reported to the aeronautical information services authority to the accuracy of:

a) one-half metre or foot for non-precision approaches; and

b) one-quarter metre or foot for precision approaches.

Note.— Geoid undulation must be measured in accordance with the appropriate system of coordinates.

2.2 Heliport dimensions and related information

The following additional data shall be measured or described, as appropriate, for each facility provided on an instrument

heliport:

— distances to the nearest metre or foot of localizer and glide path elements comprising an instrument landing system

(ILS) or azimuth and elevation antenna of a microwave landing system (MLS) in relation to the associated TLOF or

FATO extremities.

Annex 14 — Aerodromes Volume II

5/11/20 APP-2

3. PHYSICAL CHARACTERISTICS

3.1 Surface-level and elevated heliports

Safety areas

A safety area surrounding an instrument FATO shall extend:

a) laterally to a distance of at least 45 m on each side of the centre line; and

b) longitudinally to a distance of at least 60 m beyond the ends of the FATO.

Note.— See Figure A-1.

Figure A-1. Safety area for instrument FATO

4. OBSTACLE ENVIRONMENT

4.1 Obstacle limitation surfaces and sectors

Approach surface

Characteristics. The limits of an approach surface shall comprise:

a) an inner edge horizontal and equal in length to the minimum specified width of the FATO plus the safety area,

perpendicular to the centre line of the approach surface and located at the outer edge of the safety area;

b) two side edges originating at the ends of the inner edge;

i) for an instrument FATO with a non-precision approach, diverging uniformly at a specified rate from the vertical

plane containing the centre line of the FATO;

ii) for an instrument FATO with a precision approach, diverging uniformly at a specified rate from the vertical

plane containing the centre line of the FATO, to a specified height above FATO, and then diverging uniformly

at a specified rate to a specified final width and continuing thereafter at that width for the remaining length of

the approach surface; and

c) an outer edge horizontal and perpendicular to the centre line of the approach surface and at a specified height above

the elevation of the FATO.

FATO

Safety area

Rejected take-off areaHelicopter clearway

60 m 60 m

90 m

Appendix Annex 14 — Aerodromes

APP-3 5/11/20

4.2 Obstacle limitation requirements

4.2.1 The following obstacle limitation surfaces shall be established for an instrument FATO with a non-precision

and/or precision approach:

a) take-off climb surface;

b) approach surface; and

c) transitional surfaces.

Note.— See Figure A-2 to A-5.

4.2.2 The slopes of the obstacle limitation surfaces shall not be greater than, and their other dimensions not less than,

those specified in Tables A-1 to A-3.

Figure A-2. Take-off climb surface for instrument FATO

30%

90 m

2% (1:50)

3.5% (1:28.57) 305 m o

u te

r e

d g

e

PLAN

PROFILE

Extended centre line

9 150 m

7 640 m

1 800 m

2 850 m

4 360 m

Annex 14 — Aerodromes Volume II

5/11/20 APP-4

Figure A-3. Approach surface for precision approach FATO

25%

15%90 m

O u

te r

e d g

e

3% (1:33.3)

2.5% (1:40)

5%

6%

PLAN

PROFILE — 6° approach

PROFILE — 3° approach

150 m

150 m

1 800 m

10 000 m

Horizontal

Horizontal

3 000 m 2 500 m 4 500 m

5 750 m1 500 m 1 250 m

Extended centre line

Appendix Annex 14 — Aerodromes

APP-5 5/11/20

Figure A-4. Approach surface for non-precision approach FATO

Figure A-5. Transitional surfaces for an instrument FATO

with a non-precision and/or precision approach

90 m

16% 890 m

PLAN

Extended centre line

O u

te r

e d g

e

3.33% (1:30)

2 500 m

83.3 m

PROFILE

Safety area

Take-off/climb approach surface

T proach surfaceake-off/climb ap

Transitional Surface

FATO

Note 1.— For single take-off/climb approach surface. Transition surface extends to far side of safety area.

Note 2.— Doc 8168, Vol II, Part IV, details further obstacle limitation surface requirements associated with a visual

segment surface.

Annex 14 — Aerodromes Volume II

5/11/20 APP-6

Table A-1. Dimensions and slopes of obstacle limitation surfaces

Instrument (non-precision) FATO

Surface and dimensions

APPROACH SURFACE Width of safety area

Width of inner edge

Location of inner edge

boundary

First section

Divergence — day

— night 16%

Length — day

— night 2 500 m

Outer width — day

— night 890 m

Slope (maximum) 3.33%

Second section

Divergence — day

— night —

Length — day

— night —

Outer width — day

— night —

Slope (maximum) —

Third Section

Divergence —

Length — day

— night —

Outer width — day

— night —

Slope (maximum) —

TRANSITIONAL

Slope 20%

Height 45 m

Appendix Annex 14 — Aerodromes

APP-7 5/11/20

Table A-2. Dimensions and slopes of obstacle limitation surfaces

Instrument (precision) FATO

Surface and dimensions

3° approach

Height above FATO

6° approach

Height above FATO

90 m

(300 ft)

60 m

(200 ft)

45 m

(150 ft)

30 m

(100 ft)

90 m

(300 ft)

60 m

(200 ft)

45 m

(150 ft)

30 m

(100 ft)

APPROACH SURFACE

Length of inner edge 90 m 90 m 90 m 90 m 90 m 90 m 90 m 90 m

Distance from end of FATO 60 m 60 m 60 m 60 m 60 m 60 m 60 m 60m

Divergence each side to height

above FATO 25% 25% 25% 25% 25% 25% 25% 25%

Distance to height above FATO 1 745 m 1 163 m 872 m 581 m 870 m 580 m 435 m 290 m

Width at height above FATO 962 m 671 m 526 m 380 m 521 m 380 m 307.5 m 235 m

Divergence to parallel section 15% 15% 15% 15% 15% 15% 15% 15%

Distance to parallel section 2 793 m 3 763 m 4 246 m 4 733 m 4 250 m 4 733 m 4 975 m 5 217 m

Width of parallel section 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m

Distance to outer edge 5 462 m 5 074 m 4 882 m 4 686 m 3 380 m 3 187 m 3 090 m 2 993 m

Width at outer edge 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m 1 800 m

Slope of first section 2.5%

(1:40)

2.5%

(1:40)

2.5%

(1:40)

2.5%

(1:40)

5%

(1:20)

5%

(1:20)

5%

(1:20)

5%

(1:20)

Length of first section 3 000 m 3 000 m 3 000 m 3 000 m 1 500 m 1 500 m 1 500 m 1 500 m

Slope of second section 3%

(1:33.3)

3%

(1:33.3)

3%

(1:33.3)

3%

(1:33.3)

6%

(1:16.66)

6%

(1:16.66)

6%

(1:16.66)

6%

(1:16.66)

Length of second section 2 500 m 2 500 m 2 500 m 2 500 m 1 250 m 1 250 m 1 250 m 1 250 m

Total length of surface 10 000 m 10 000 m 10 000 m 10 000 m 8 500 m 8 500 m 8 500 m 8 500 m

TRANSITIONAL

Slope

Height

14.3%

45 m

14.3%

45 m

14.3%

45 m

14.3%

45 m

14.3%

45 m

14.3%

45 m

14.3%

45 m

14.3%

45 m

Annex 14 — Aerodromes Volume II

5/11/20 APP-8

Table A-3. Dimensions and slopes of obstacle limitation surfaces

Straight take-off

Surface and dimensions Instrument

TAKE-OFF CLIMB

Width of inner edge

Location of inner edge

90 m

Boundary of end

of clearway

First section

Divergence — day

— night 30%

Length — day

— night 2 850 m

Outer width — day

— night 1 800 m

Slope (maximum) 3.5%

Second section

Divergence — day

— night parallel

Length — day

— night 1 510 m

Outer width — day

— night 1 800 m

Slope (maximum) 3.5%*

Third Section

Divergence parallel

Length — day

— night 7 640 m

Outer width — day

— night

1 800 m

Slope (maximum) 2%

* This slope exceeds the maximum mass one-engine-inoperative

climb gradient of many helicopters which are currently operating .

Appendix Annex 14 — Aerodromes

APP-9 5/11/20

5. VISUAL AIDS

5.1 Lights

Approach lighting systems

5.1.1 Recommendation.— Where an approach lighting system is provided for a non-precision FATO, the system

should not be less than 210 m in length.

5.1.2 Recommendation.—The light distribution of steady lights should be as indicated in Figure 5-12, Illustration 2

except that the intensity should be increased by a factor of three for a non-precision FATO.

Table A-4. Dimensions and slopes of the obstacle protection surface

Surface and dimensions Non-precision FATO

Length of inner edge Width of safety area

Distance from end of FATO 60 m

Divergence 15%

Total length 2 500 m

Slope PAPI Aa – 0.57°

HAPI Ab – 0.65°

APAPI Aa – 0.9°

a. As indicated in Annex 14, Volume I, Figure 5-19.

b. The angle of the upper boundary of the “below slope” signal.

— END —