Location of a heliport. On approval of the Federal Aviation Rules “Requirements for landing sites located on the surface of the earth or water. The landing area is equipped with at least one windsock
When choosing sites, the following are taken into account: the advantages of helicopters as vertical takeoff and landings; noise level - to ensure minimal terrain noise: "wind rose" to minimize take-off and landing with a crosswind and exclude it with a tailwind; the possibility of making an emergency landing at any time along the routes of arrival or departure.
If the heliport is located at transport airports, on the roof of the terminal building, the apron, the site adjacent to the terminal building, i.e. in close proximity to the passenger check-in areas, then a certain interval is provided in the movement of aircraft and helicopters in order to avoid their collision during takeoff and landing as well, given that. helicopters taxi more slowly than airplanes, the combination of taxi paths of airplanes and helicopters is excluded.
At the airport, sites are built at ground level, not on top of buildings. Usually they are equipped on the apron for aircraft, as it is easier, cheaper and more convenient.
The choice of a heliport is carried out taking into account four main factors: rational location and class of the heliport; flight safety in the heliport area, impact on the airspace open for flights; impact on surrounding communities.
Rational location and class of heliport. Heliports are located on the ground or on structures above the ground or above the water. Usually with the least material costs heliports are being built at ground level. The heliport class primarily depends on the flight characteristics of helicopters, on the required type of facilities and support. So, if you need a minimum of landing equipment for one heliport and no support facilities are required, then a small site will suffice. Due to the fact that short-haul helicopter lines should provide convenience for passengers and save time, when choosing sites, geographical sources of demand for transportation are determined, the total travel time by helicopters is compared with the total travel time by other types of transport. To do this, before choosing sites, the plan of the urban system of airports is considered. When choosing sites, modern general plan of the locality and the transport plan of the entire area, as they contain information on the intended use of the land, and - data on the land transport systems of the area.
Flight safety in the heliport area. Availability of appropriate air approaches to the heliport is the main factor of flight safety. The takeoff and landing trajectory must pass over terrain where emergency landings are possible. This condition is required for all single-engine helicopters; multi-engine helicopters are able to fly for a long time even with a failed engine. Approach and take-off trajectories located over highways and unobstructed open ground are recommended. Trajectories over urban construction sites are avoided, sports grounds and densely populated areas. An accurate assessment of the location of the site for the construction of the heliport, taking into account possible obstacles, is carried out by checking the flight performance of the helicopter in combination with a detailed ground survey of the site. If a? the heliport area has special emergency landing pads, which makes the operation of the heliport acceptable. all measures are taken to ensure the continued safety of these sites. For example, some heliports in the USA have been forced to change the volume of work due to the liquidation of such sites due to the use of land for other purposes.
Impact on the airspace. All proposed sites are being studied to determine the impact of their operation on the safe and effective use air transport. This site selection element is extremely important, especially when placing it near an airport and other aviation enterprises. Where the presence of helicopters could interfere with aircraft takeoff and landing operations, heliports are not built.
Impact on surrounding populated areas. For the successful construction of the heliport, it is necessary to familiarize the population living near it in advance, especially the owners real estate, with specific features of helicopters that will allow them to be used in close proximity to populated areas. A very important factor that is taken into account when designing heliports is the level of noise generated by helicopters. Heliports are located in such a way that noise does not disturb the surrounding population. Since the noise is especially great under the takeoff and landing trajectories, they try to place sites
in such a way that there are no residential areas in the trajectory area or in its immediate vicinity.
The dimensions of the runways are taken based on the geometric dimensions of the helicopters (main rotor diameter, length), including the heaviest machines that are under design, but which may be operated on this site, taking into account their flight characteristics. This takes into account the method of takeoff or landing - vertical (helicopter-like) or trajectory (aircraft-like), as well as the state of air approaches - open or limited.
In the general case, the following dimensions of the site are accepted: length 120 m, width 60 m.
In some cases, the site may be somewhat smaller for multi-engine vertical takeoff helicopters.
The ground or surface of the sites must withstand not only the normal loads from the heaviest helicopters, but also the shock loads that can occur during emergency landings. This is especially important at elevated heliports where the load factor is paramount.
Heliports located on the territory of hot climatic regions or located at a significant height above sea level must have increased sizes of runways, which are determined by the flight performance of helicopters operating at these heliports.
Apron taxiways, if provided, should have shapes, sizes, numbers depending on the type of helicopters, the number of parking spaces required, the requirements for maintenance and the necessary equipment, the volume of traffic and the turnaround time of helicopters, which can vary from 3 minutes when the engines are not stop, up to 15 minutes, when refueling is performed.
At heliports with high traffic intensity, waiting areas for helicopters are allocated.
The surfaces of the platforms are made as level as possible, with good drainage, free from dust, dirt, stones and other objects that can damage the engines or propeller blades.
Heliports do not require large areas and are easy to build, so they are usually not expensive. Safe and efficient heliports can be created by using a small fenced grass or paved area.
Some countries (Japan, England, USA) have developed their own rational requirements for the design and construction of heliports, providing them with fire protection equipment, and fears in case of accidents.
Below are some of the guidelines for the design of surface and elevated heliports developed by the US Federal Aviation Administration. The main factors that are taken into account in the design and construction of heliports are shown. Decision-making is based on the practice of operating known types of helicopters, summarizing the experience of designing and building heliports and landing sites in the United States.
In accordance with paragraph 7 of Article 40 federal law dated March 19, 1997 No. 60-FZ "Air Code Russian Federation» (Collected Legislation of the Russian Federation, 1997, No. 12, Art. 1383; 1999, No. 28, Art. 3483; 2004, No. 35, Art. 3607, No. 45, Art. 4377; 2005, No. 13, Art. 1078; 2006, No. 30, items 3290, 3291; 2007, No. 1 (part 1), item 29, No. 27, item 3213, No. 46, item 5554, No. 49, item 6075, No. 50, item 6239, 6244, 6245, 2008, No. 29 (part 1), article 3418, No. 30 (part 2), article 3616, 2009, No. 1, article 17, No. 29, article 3616, 2010 , No. 30, item 4014) p r and y in a yu:
1. Approve the attached Federal Aviation Rules "Requirements for Landing Sites Located on a Plot of Land or Water Area".
2. Establish that this order comes into force 90 days from the date of official publication.
Minister I.E. Levitin
Shnyrev Andrey Gennadievich
APPROVED
order of the Ministry of Transport of Russia
dated _______________ No. ____
FEDERAL AVIATION REGULATIONS
"Requirements for landing sites located
on a plot of land or water area
General provisions
The Federal Aviation Rules “Requirements for Landing Sites Located on a Plot of Land or Water Area” (hereinafter referred to as the “Rules”) were developed in accordance with paragraph 7 of Article 40 of Federal Law No. 60-FZ of March 19, 1997 “Air Code of the Russian Federation” Russian Federation, 1997, No. 12, item 1383; 1999, No. 28, item 3483; 2004, No. 35, item 3607, No. 45, item 4377; 2005, No. 13, item 1078; 2006, No. 30 , Articles 3290, 3291; 2007, No. 1 (part 1), Article 29, No. 27, Article 3213, No. 46, Article 5554, No. 49, Article 6075, No. 50, Article 6239, 6244 , 6245, 2008, No. 29 (part 1), item 3418, No. 30 (part 2), item 3616; 2009, No. 1, item 17, No. 29, item 3616; 2010, No. 30, 4014) and establish requirements that must be met by the owner of the landing site.
The requirements of these Rules do not apply to:
landing sites for performing a single landing, selected from the air or inspected from the ground;
landing sites used for less than 30 days during a calendar year.
In cases where the operational documentation of the aircraft establishes other requirements for landing sites than those established by these Rules, then the requirements of the operational documentation of the aircraft shall apply.
A landing area intended for airplanes may be used by helicopters and other types of aircraft, subject to the requirements specified in these Rules.
Aircraft landing site requirements
Irregularities, determined by the gap (clearance) between the rail 3 m long and the surface of the airfield in any direction of the working part, should not exceed 0.1 m or the size specified in the operational documentation of the aircraft for which the landing area is intended.
A runway must be capable of withstanding the forces generated by the traffic of the aircraft for which it is intended to operate.
If the landing site does not have a clearly defined runway, then the airfield must comply with the specified requirements.
The width of the runway must be at least:
18 m for landing sites with a runway length of up to 800 m;
23 m for landing sites with runway length from 800 m to 1200 m;
30 m for landing sites with a runway length of more than 1200 m;
45 m for landing areas with a runway length of more than 1800 m.
The width of a precision approach runway must be at least 30 m.
A runway with a length of more than 1200 m or intended for instrument landing shall be equipped with an end safety zone (hereinafter referred to as the TZB), which has a length of at least 90 m behind the end of the runway. The width of the TZB must be not less than the total width of the runway and its shoulder strips (hereinafter referred to as the WSB).
CUs are located symmetrically on both sides of the runway so that the total width of the runway and its CUs is not less than:
30 m for landing sites with a runway length of up to 800 m;
40 m for landing sites with runway length from 800 m to 1200 m;
75 m for landing areas with a runway length of more than 1200 m.
The width of a runway that is less than 400 m long and is intended for ultralight aircraft and its BIS is determined based on the performance of aircraft scheduled to operate from a landing site.
The cross-slope of the airstrip should not exceed 2.5%, its surface adjacent to the runway must withstand the load created when the aircraft rolls out of the runway without causing damage to the structure.
The location of the aircraft parking areas should provide a distance between the ends of the aircraft wings of at least 3 m.
The surface of the parking areas must be able to withstand the load from the wheels of the aircraft when parked.
The surface between the runway and the parking areas intended for taxiing must be able to withstand the load from the wheels of the aircraft. If it is impossible to ensure compliance with the requirement for the entire specified surface, the boundaries of the zones intended for taxiing, or taxiways (hereinafter referred to as taxiways) are marked with flags or traffic signal cones.
In the cases established by these Rules, the elements of the landing areas are marked with markings (hereinafter referred to as markers), which must be objects with a mass and structure that pose a minimum danger to the aircraft in the event of a collision with its parts (hereinafter referred to as fragile objects).
Markers placed near a runway or taxiway shall be installed in such a way as to provide the necessary safe distance from aircraft propellers and engine nacelles.
The markers must be fixed in such a way as to prevent them from being dislodged by the air stream created by the engines and propellers.
Entrance runway markers are installed symmetrically to the runway axis along the edges of the runway ends so that the long side of the marker is perpendicular to the runway center line.
The surface of the entrance marker must have alternating vertical stripes of red and white on the runway side, and vertical alternating black and white stripes on the opposite side. The extreme stripes are black or red, respectively. The sizes and shape of the markers are specified in Appendix No. 1 to these Rules. Entrance markers are installed on the line of the beginning and end of the runway at a distance of 1 to 5 m from its side boundaries.
On an unpaved runway, three flags may be used as entry markers to indicate the start and end of a runway. Flags are set from the edge of the runway with a step of 2 m on a line perpendicular to the axis of the runway, their dimensions are given in Appendix No. 2 to these Rules.
Border markers in the form of a truncated cone or prism are installed along the lateral boundaries of the runway at a distance of 100 m from each other and 1 m beyond its lateral boundaries, boundary markers in the form of flags, tires or traffic signal cones - at a distance of 50 m from each other. Flags and tires may be white, red or black, provided that they provide contrast with the background of the area. If there is snow on the landing site, boundary markers may be in the form of coniferous tree branches.
The surface of the runway boundary marker shall be painted with alternating transverse stripes of red and white or black and white.
The landing area shall be equipped with at least one windsock.
The windsock is located in such a way that it is clearly visible from all points of the airfield. It should not be obscured by buildings, structures and natural obstacles from all directions and should rotate freely around the axis of the mast.
The windsock must have dimensions not less than those specified in Appendix No. 3 to these Rules.
The windsock should be illuminated when flying at night.
The color of the windsock is chosen in such a way that it contrasts with the surrounding area.
Where a combination of two colors is required to provide the necessary windsock contrast, combinations of orange and white, red and white, or black and white are used. The colors are arranged in five alternating stripes so that the first and last stripes are darker in color.
On the landing site, obstacle limitation surfaces are established in the direction of the air approach strip adjacent to the end of the runway and located in the direction of its axis, in which aircraft climb after takeoff and descend during landing approach (hereinafter referred to as the air approach strip), as well as in sides of the borders of the BPB.
For landing sites used at night, not intended for instrument landing, the obstacle limitation surfaces in terms of the landing site are in the form of a trapezoid, the sides of which are formed by lines radiating from the edge of the RST at an angle of 6 ° to the runway axis, passing from the outer boundary of the TTB , and in its absence - from the end of the runway. The length of the obstacle limitation surface in the direction of the air approach strip is 1500 m, starts from the runway threshold and has an inclination angle of 3° to the runway axis. The lateral obstacle limitation surface starts from the edge of the BPU and has an inclination angle of 20° to it up to a height of 50 m, then a horizontal section up to a distance from the runway centerline of 120 m.
In the event that the obstacles extend beyond the specified limitation surfaces, the landing sites may be used during the day for landing approaches without the use of instruments, provided that the owner of the landing site includes a description of the obstacle in the air navigation passport of the landing site.
For landing pads intended for instrument approach, the obstacle limitation surfaces in the landing pad plan are in the form of a trapezoid, the sides of which are formed by lines starting at a distance of 120 m on both sides of the runway center line at its end and diverging at an angle of 9 ° to runway axis extending from the outer boundary of the TZB. The length of the obstacle limitation surface in the direction of the air approach strip is 3000 m, starts from the end of the TZB and has an inclination angle of 3° to the runway axis; the lateral obstacle limitation surface starts from the edge of the RAS and has an angle of inclination to it of 20° up to a height of 50 m, then a horizontal section up to a distance from the runway centerline of 120 m.
For landing sites equipped with precision approach systems, the requirements established for aerodromes, depending on the precision approach category, apply.
Helicopter landing site requirements
The landing area must provide for a touchdown and takeoff zone (hereinafter referred to as the TLOF zone), a final approach and takeoff zone (hereinafter referred to as the FATO zone) and a safety zone.
A FATO may be located on or near an airplane landing runway or taxiway.
The FATO zone can be of any configuration and must be sized to:
for helicopters with a maximum takeoff weight of more than 3100 kg - place a circle with a diameter not less than a diameter equal to the length of a helicopter with rotating propellers (D) for which the given landing site is intended;
for helicopters with a maximum takeoff weight of 3100 kg or less - place a circle with a diameter of at least 0.83D of the largest helicopter that the landing site is intended to serve.
The average slope of the FATO zone in any direction is no more than 3%. The local slope of any part of the approach zone, measured by the size of the helicopter track, does not exceed 7%.
The surface of the FATO must be clear of obstructions and able to withstand the effect of the main rotor jet.
There shall be at least one TLOF on a landing site, which may be located within or outside the FATO.
The TLOF area may be of any configuration and must be of sufficient size to accommodate a 0.83D circle of the helicopter for which the area is intended to fly.
The slopes of the TLOF zone are set to be sufficient to prevent accumulation of water on the surface of the zone, but should not exceed 2% in any direction, unless otherwise specified in the aircraft operating documentation.
The TLOF must be capable of withstanding the loading of the aircraft for which it is intended to land.
Surrounding the FATO is a safety zone, which does not have to be a hard surface.
In the security zone, it is not allowed to have objects that, due to their functional purpose, should not be located in this zone.
Objects that, due to their functional purpose, must be placed in the security zone, must be fragile objects and not higher than 0.25 meters. If they are located along the boundary of the FATO zone, then they should not go beyond the plane originating at a height of 0.25 meters above the boundary of the FATO zone and ascending away from the FATO zone with a gradient of 5%.
The safety zone surrounding a FATO intended for use by helicopters under visual meteorological conditions extends beyond the contour of the FATO to a distance of 0.5D of the helicopter the landing site is intended to serve.
When:
if the FATO is in the shape of a quadrilateral, each outer side of the safety zone must be at least 2D;
if the FATO is circular, the diameter of the safety zone must be at least 2D.
The safety zone surrounding the FATO zone intended for helicopter flights in instrumental meteorological conditions should have dimensions in the transverse direction, not less than 45 m on each side of the center line and in the longitudinal direction, not less than 60 m from the boundaries of the FATO zone.
The upward slope of the surface of the safety zone, when it is solid, away from the boundary of the FATO shall not exceed 4%.
On the landing site, it is ensured that obstacles on the side of the FATO are not higher than the side of the obstacle limitation extending at an upward slope of 45° from the edge of the safety zone to a height of 10 m.
In cases where the terrain or obstacles make it impossible to take off and land in two directions, landing sites with a start in one direction are allowed. In such cases, the distance from the end of the landing area, including the safety zone, to obstacles blocking the second direction of the air approach strip must be at least 2D.
When using a curved climb and descent trajectory, the obstacle-free zone should provide the possibility of starting a turn during takeoff and completing a turn during landing at a height of at least 30 m for all classes of helicopter performance characteristics.
The helicopter stand must be large enough to accommodate a circle with a diameter equal to 1.2D of the helicopter for which the stand is to be used.
If the parking area is used for turning the helicopter:
a) a protective zone is located around it, which extends laterally at a distance of 0.4D from the boundary of the parking area;
b) the minimum size of the parking lot and the protection zone must be at least 2D.
If the landing site provides for the simultaneous maneuvering of helicopters over the stands, the protection zones of the helicopter stands and the taxi routes associated with them shall not overlap.
If non-simultaneous maneuvering of helicopters over parking areas is envisaged, it is allowed to overlap the protective zones of helicopter parking areas and the taxi routes associated with them.
If the helicopter stand is intended for ground taxiing of helicopters having wheeled undercarriages, its dimensions must take into account the minimum turning radius of the helicopters for which the stand is intended to be located.
If a helicopter stand is used for through taxiing on the ground, the minimum width of the stand and associated protection zone must be at least as wide as the ground taxi route.
The central area of the helicopter stand must withstand the static load and the load caused by the movement of the helicopters for which it is intended to serve and must have:
a) a diameter of at least 0.83D of the helicopter it is intended to serve;
b) a width not less than the width of a ground taxiway for ground taxiing, if the helicopter stand is intended for through ground taxiing.
It is allowed to combine the TLOF zone and the parking area.
The slope of the helicopter parking area in any direction should not exceed 2%, unless otherwise provided by the operational documentation of the aircraft.
Helicopter storage areas that will not be engine-started must be of sufficient size for the safe storage of helicopters.
The ground taxiway width for ground taxiing shall be at least 1.5 times the gauge of the helicopter the taxiway is intended to serve.
The space above the taxiway for ground taxiing is cleared of obstacles on each side of the center line for a distance of at least 0.75D of the helicopter the taxiway is intended to taxi.
Longitudinal taxiway slope for taxiing on the ground of helicopters should not exceed 3%, transverse slope not more than 2%.
No objects are allowed on taxiways for ground taxiing of helicopters, except for fragile objects which, due to their function, must be there.
A taxiway for taxiing helicopters on the ground must be equipped in such a way as to exclude the impact of loose objects on the helicopter.
Taxiways intended for ground taxiing by helicopters and airplanes must meet the most stringent requirements for taxiways for airplanes and taxiways for ground taxiing of helicopters.
The taxiway width for air taxiing must be at least 2 gauges of the largest helicopter the taxiway is intended to taxi.
The space above the taxiway for air taxiing shall be cleared of obstacles in each direction from the center line of the taxiway at a distance not less than the diameter of the main rotor of the helicopter for which the taxiway is intended to taxi, the surface under the specified space must be suitable for emergency landing and must exclude damage to helicopters by loose objects.
The transverse and longitudinal slopes of taxiway surfaces for air taxiing for helicopters shall not exceed 10% and 7%, respectively, or shall not exceed the slope limits specified in the operational documentation of the helicopters for which the taxiway is designed to taxi.
Helicopter landing pads with artificial turf must be identified by the letter "H" in white. On landing sites at healthcare facilities, the letter “H” is applied in red against a white cross.
The transverse line of the letter "H" must be located at right angles to the preferred direction of the final approach. The size of the identification marking must not be less than the size specified in Appendix No. 8 to these Rules.
The rectangular FATO zone marking consists of three identical markings located along the border of each side, including corner ones, at regular intervals in accordance with Appendix No. 4 to these Rules. If the FATO is circular or otherwise, the minimum number of equally spaced markings is five. The white line marking the boundary of the FATO zone must be at least 0.3 m wide.
A TLOF zone marking should be provided if the perimeter of the TLOF zone is not clearly defined. The TLOF zone marking consists of a continuous white line at least 0.3 m wide.
The touchdown point marking is applied in such a way as to ensure that the helicopter is at a safe distance from any obstacle, if the helicopter pilot's seat is above the marking and is a yellow circle with a line width of at least 0.5 m and an internal diameter equal to 0.5 D of the helicopter, for landing of which the landing zone is intended.
Helicopter landing sites without pavement are designated in accordance with Appendix No. 7 to these Rules.
Unpaved landing site signs may be traffic signal cones or tires painted in a contrasting color or flags.
AT winter period traffic signal cones, tires and flags can be replaced with coniferous tree branches.
At the parking area for artificial turf helicopters, the border of the central zone is marked with a yellow or orange line with a width of at least 0.15 m.
Parking areas that do not have artificial pavement are indicated by four traffic signal cones, tires or flags located at the corners of a square in which a circle can be inscribed, the size of 1.2D of the helicopter for which this parking lot is intended.
On pavement, the center lines of a ground taxiway and an air taxiway shall be marked with a dashed yellow or orange line 0.15 m wide and 1.5 m long with 3.0 m breaks.
Air taxi route markings over unpaved surfaces may be done with flags or traffic signal cones or tires.
Landing pads for helicopters are equipped with a wind indicator. The windsock must have dimensions not less than those specified in Appendix No. 3 to these Rules.
The color, location and design of the windsock must comply with the requirements of paragraph 16 of these Rules.
Requirements for landing sites located in the water area
Landing sites located in the water area are equipped with at least one wind indicator that meets the requirements of paragraph 16 of these Rules.
The section of the water area intended for takeoff must have:
the length is 20% more than the seaplane takeoff distance set in the AFM for calm;
width and depth according to the aircraft flight manual.
In the event that the direction of the air approach strip is determined on the landing site, the water area is equipped with orange or white buoys.
On the landing site, it is necessary to have a boat with life buoys to assist aircraft crews and their passengers.
On the shore in the immediate vicinity of the landing site located in the water area, aircraft parking, a berth for mooring aircraft should be equipped.
When aircraft are parked on land, the aircraft should be lifted ashore and launched into the water.
To mark the landing site on the surface of the water, floating markers are used, held in place by chains or cables (hereinafter referred to as buoys) and markers installed at a shallow depth on a pole.
The left side of the channel when moving towards the coast, as well as obstacles that should be bypassed on the right when moving towards the coast, are marked with black or green buoys.
The right side of the channel when moving towards the coast, as well as obstacles that should be bypassed on the left when moving towards the coast, are marked with red buoys.
Striped black and white buoys are used to mark the center of a fairway or channel.
For use at night, the most important buoys are illuminated or fitted with reflectors in a color matching the color of the buoy, except for black buoys which use a light or reflector in white or green.
Ensuring aviation security measures at the landing site
The owner of the landing site ensures compliance with aviation security measures.
At the landing sites, requirements for ensuring security measures are established, depending on its assessment, expressed in the sum of points:
a) a landing site located at a distance of less than 55 km from the border locality with a population of more than 100 thousand people, or from an area with nuclear power facilities, chemical industry or international airports, 5 points are assigned;
b) a landing site located within the boundaries of the aerodrome area, except for the cases set forth in subparagraph "a" of this paragraph, is assigned 2 points;
c) a landing site with more than 10 equipped aircraft stands is assigned 5 points.
f) a landing site intended for aerial work, except for aviation chemical work, is additionally assigned 1 point;
g) the landing site intended for the implementation of aviation chemical work is additionally assigned 2 points;
i) if aircraft maintenance and repair activities are carried out on the landing site, requiring the storage of aircraft with a maximum take-off mass of more than 5700 kg or helicopters with a maximum take-off mass of more than 3100 kg, 3 points are added.
Depending on the amount of points assigned to the landing site, the following security measures are established:
a) at all landing sites:
aircraft parking areas outside the hangar must be equipped with mooring facilities (belts, cables);
signs are installed in the parking areas of aircraft, prohibiting the presence of unauthorized persons;
c) on landing sites with a total score of 17 to 25 in addition to subparagraphs "a" and "b" of this paragraph:
signs are installed along the perimeter of the landing site "Passage is prohibited";
the aircraft parking area is fenced off, or, by decision of the owner of the landing site, the entire territory of the landing site;
a checkpoint is established to control access to the fenced area for persons and vehicles;
the owner of the landing site shall appoint a person responsible for ensuring aviation security at the landing site;
d) on landing sites with a total score of 25 or more in addition to subparagraphs "a", "b" and "c" of this paragraph:
the territory of the landing site is fenced off;
a surveillance system with round-the-clock video recording is installed;
installation of equipment necessary for lighting in dark time days of access points to the landing site, aircraft parking places and other objects of the landing site;
the development and implementation of a program to ensure aviation security at the landing site is organized.
The landing site fencing must be of a design that creates difficulties in case of accidental or deliberate penetration of unauthorized persons and does not block the view of the adjacent territory.
The fencing of the landing area or aircraft parking areas may be combined with the general fencing of adjacent objects and natural obstacles.
1. Basic requirements for a heliport based on the roof of a medical organization:
1.1. Design objects are:
Main facilities: equipped helipad (HP) and control tower (DP) located on the roof of a medical organization of a constituent entity of the Russian Federation;
Additional support facilities: airway for helicopter approach to airspace for landing and takeoff, equipped with necessary equipment; engineering and technical networks and communications.
1.2. Equipped with VP with DP and additional supporting facilities and equipment should be a single functional complex with basing VP and DP on the roof of a medical organization.
1.3. Equipped airspace with DP on the roof of a building of a medical organization should provide hovering over it, landing, short-term parking and take-off of light class helicopters.
1.4. Helipads on the roofs of buildings are not intended to provide temporary parking (duty) of the helicopter. Helicopter duty must be provided on the ground: at a heliport, airfield or ground equipped helipad.
1.5. The helipad should be designed to provide both regular and emergency landing of helicopters.
1.5.1. The helipad should provide helicopters with a regular landing - according to the helicopter, without the influence of an air cushion.
1.5.2. The helipad should provide for the provision of an emergency landing of helicopters and the implementation of urgent measures to eliminate the consequences of this landing: fire extinguishing of the helicopter and nearby facilities, emergency rescue operations, emergency evacuation of victims from the helicopter, providing them with emergency medical care.
1.6. The following aviation equipment must be provided and operated as part of the helipad:
Radio communication equipment;
Air traffic control (ATC) equipment;
Coded neon beacon with controls;
Marking lights: landing, site restrictions and obstacles with controls for this equipment;
Floodlights for VP illumination;
Light protection of the DP, buildings and structures closest to the EP;
Light protection of air traffic control, buildings and structures along the air route of helicopter approach for landing on airspace and takeoff from airspace;
Meteorological equipment in automatic mode of operation;
Mechanical windsock with lighting equipment for its illumination;
Helicopter mooring devices;
Equipment for Maintenance VP and helicopter.
1.7. VP and DP must be equipped with fire extinguishing equipment: hydrants (hydraulic monitors) on at least two sides, a metal box with sand, fire extinguishers, etc.
1.8. Objects must be equipped with lightning protection and grounding in accordance with existing standards.
1.9. VP, DP and additional facilities must ensure the round-the-clock use of helicopters in daylight and at night, in simple and difficult weather conditions, at any time of the year and in any climatic conditions.
1.10. Special helicopter refueling points should be located outside the territory of the heliport, airfield and medical organization in the area of responsibility of the helicopter, at an insignificant distance relative to the heliport, airfield from the medical organization equipped with airborne aircraft.
1.10.1. It is possible to equip and use a special storage facility for refueling a helicopter with aviation fuel.
1.10.2 The repository must be located in a protected area and meet safety requirements.
1.10.3 Dedicated helicopter refueling points equipped with storage should have special equipment for helicopter refueling and fuel quality control.
1.10.4. It is possible to refuel a helicopter from airfield refueling vehicles outside the territory of airfields and heliports in the area of responsibility of the helicopter at special refueling points.
1.11. The territory of the airspace should have a vertical layout and a perimeter fence.
2. Requirements for an equipped helipad with a control room based on the roof of a building of a medical organization.
2.1. Equipped airspace with DP, located on the roof of the building of a medical organization, must meet the following requirements according to ICAO standards:
2.1.1. The airspace should have a size in length and width, which should fit a circle with a diameter not less than the diameter of the main rotor (HB) of a helicopter having the largest diameter of the HB from those arriving at this site, but not less than the prescribed norms.
2.1.2. The total area of the airspace must be at least established norms for the category of light helicopters - 35x35 m.
2.1.3. The working area of the airspace should not be less than the established norms for the category of light helicopters - 15x15 m.
2.1.4. The helicopter landing and take-off area must have a safety strip of at least 3 meters on the outside (circle, rectangle or polygon) around the entire perimeter.
2.1.5. On the outer edge of the roof of the building, a reclining railing should be equipped.
2.1.6. The free sector for the helicopter to enter the airspace located on the roof of the building for landing and takeoff from it should be 210 º.
2.1.7. The heights of obstacles above the airspace level within the side zones of its safety should be related no more than 1:2, respectively, i.e. an obstacle 1 m high above the airspace level should be located at a distance of at least 2 m from the airspace.
2.1.8. The lateral removal of obstacles from the takeoff (landing) trajectory to the runway should be at least 1:1, respectively, i.e. an obstacle with a height of 1 m above the level of the runway must be removed from the runway at a distance of at least 1 m from the runway.
2.1.9. At a distance of 2 radii of the main rotor of the helicopter from the center of the airspace, engineering facilities should not be located above the level of the airspace.
2.2. The VP placed on the roof of the building must be installed on reinforced concrete supports sized according to the requirements for VP and have an artificial coating of PAG slabs or cast-in-situ concrete.
2.3. Runway and runway runways must withstand the specific load, taking into account the maximum specific load on the runway during an emergency landing of a helicopter.
2.4. The possibility of water runoff and snow removal from the VP and DP should be provided.
2.4.1. The working area and safety lanes of the runway should have the required slopes to ensure the flow of atmospheric precipitation into the rain inlets and further along the drain collector to urban network storm sewer.
2.4.2. To drain water from under the coating, it is necessary to provide a drainage layer of the base and an edge drain from the downstream side, flowing into the collector.
2.5. Measures and equipment should be provided to protect airspace from icing and prevent it.
2.6. The surface of the airspace must have a roughness (ribbing) to prevent the helicopter from sliding.
2.7. To prevent the helicopter from rolling out from the runway during the stop, a limiting coaming of wooden execution should be provided.
2.8. A protective mesh 1.5 meters wide should be constructed along the perimeter of the airspace. The mesh must be able to withstand a load of 200kg per square meter and be able to lift and recline.
2.9. On the roof in the airspace area, the following should be installed:
Meteorological equipment;
Mechanical windsock;
Code neon beacon;
Marking lights (landing, site restrictions, obstruction).
Helicopter mooring devices.
2.10. A protective wall up to 1.5 meters high should be built at the exit to the roof to the airspace to protect people from an air vortex called from the main rotor of the helicopter during the waiting period for landing. Permissible influencing flow up to 5 m/sec. Handrails are made from the exit (waiting) place to the VP.
2.11. The airspace should have a ladder or a ramp for people to get off and lift and transport evacuated victims.
2.12. At the exit to the roof of the building in the airspace area, a site protected from wind and precipitation should be equipped for shifting and temporary accommodation of evacuated victims and medical specialists escorts.
2.13. A partially covered ramp can be installed next to the runway, which can be used as a protective structure against the air flow while waiting for the helicopter to arrive, land and take off. In this case, a protective wall against the wind flow is not required.
2.14. In the building of the medical organization, on the roof of which the VP is equipped, a lifting device (elevator) should be provided to ensure alternate lifting and descent: duty shift, medical crew with packing, 1-2 evacuated victims (on a stretcher, wheelchair or wheelchair ), 1-2 medical escort specialists.
2.15. The cabin of the lifting device must provide:
Convenience of loading and unloading and placement of evacuated victims;
Ease of access for medical specialists to evacuated victims to provide them with emergency medical care;
Telephone communication with the DP dispatcher and the elevator operator on duty;
Emergency lighting.
2.16. The helicopter stand (to the airspace) must be provided with power supply of the required ratings and capacities to provide power to:
Helicopter boards when eliminating its malfunctions;
Helicopter ground maintenance facilities;
Ground-based portable (mobile) air-fan heaters designed to heat the helicopter cabins during its short-term parking and when eliminating its malfunctions in the winter season.
3. Requirements for the control room as part of an equipped helipad based on the roof of a building of a medical organization:
3.1. DP is intended for the following purposes:
Helicopter flight control;
Overview of the landing area and air approach lanes;
Issuance of conditions for approach and landing on airspace to the flight crew;
Management of navigation and landing systems;
Management of special lighting equipment of the airspace, light beacon and marking lights;
Provision of radio and telephone communications;
Placement of special equipment;
Ensuring constant duty of the shift dispatcher;
Temporary accommodation for the flight crew on duty;
Temporary accommodation of medical specialists providing reception of evacuated victims;
Providing conditions for the provision of emergency medical care to evacuees on a regular basis and in conditions of an emergency helicopter landing;
Temporary location of personnel serving airspace.
3.2. When choosing the location of the DP, it is necessary to provide for the possibility of its installation on the roof of the roof along the line of limitation of flight obstacles with the location of amenity premises on the technical floor.
3.3. The operating mode of the DP should be constant, around the clock.
3.4. The following conditions must be provided in the premises of the DP:
For permanent duty of one shift dispatcher and one shift assistant dispatcher;
For short-term rest of the flight crew;
3.5. The flight crew must be in constant readiness to take off.
3.6. Medical personnel to ensure the reception and dispatch of the victims should be involved from the medical institution at the time of the helicopter's arrival and departure.
3.7. Delivery of victims to the helicopter (from helicopter) should be carried out at the time of arrival and departure of the helicopter.
3.8. The following premises should be provided as part of the DP:
Control room with an area of at least 15 m² with an adjacent electrical panel area of at least 6 m² and a toilet with a washbasin - 6 m²;
A rest room for the shift controller on duty and the helicopter flight crew with an area of at least 15 m².
3.9. On the plane of the roof of a building with a DP, it is necessary to provide fencing and installation of radio station antennas, a pulse beacon, a windsock, a wind speed and direction sensor.
3.10. Service room technical support VP with DP should be equipped separately from DP in the premises of the medical organization adjacent to the VP.
3.11. It is necessary to provide a video surveillance system for the helicopter parking lot on the airspace and the territory of the airspace. Video control should be provided from the control room of the DP and from the duty room of the internal security of the medical organization.
3.12. DP must have external electric lighting.
Appendix No. 41-13
to the Regulations on the organization
activities of OEKSMP
MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION
ORDER
On approval of the Federal Aviation Rules "Requirements for landing sites located on a plot of land or water area"
In accordance with (Collected Legislation of the Russian Federation, 1997, N 12, Art. 1383; 1999, N 28, Art. 3483; 2004, N 35, Art. 3607; N 45, Art. 4377; 2005, N 13, Art. 1078; 2006, N 30, art. 3290, 3291; 2007, N 1 (part I), art. 29; N 27, art. 3213; N 46, art. 5554; N 49, art. 6075; N 50 , art.6239, 6244, 6245; 2008, N 29 (part I), art. 3418; N 30 (part II), art. 3616; 2009, N 1, art. 17; N 29, art. 3616 ; 2010, N 30, art. 4014; 2011, N 7, art. 901)
I order:
1. Approve the attached Federal Aviation Rules "Requirements for Landing Sites Located on a Plot of Land or Water Area".
2. Establish that this order comes into force 90 days from the date of official publication.
Minister
I.E. Levitin
Registered
at the Ministry of Justice
Russian Federation
April 5, 2011
registration N 20420
Federal Aviation Rules "Requirements for landing sites located on a plot of land or water area"
Application
I. General provisions
1. The Federal Aviation Rules "Requirements for Landing Sites Located on a Land or Water Area" (hereinafter referred to as the "Rules") were developed in accordance with paragraph 7 of Article 40 of Federal Law No. 60-FZ of March 19, 1997 "Air Code of the Russian Federation" (Collection Legislation of the Russian Federation, 1997, N 12, Article 1383; 1999, N 28, Article 3483; 2004, N 35, Article 3607; N 45, Article 4377; 2005, N 13, Article 1078; 2006, N 30, art. 3290, 3291; 2007, N 1 (part I), art. 29; N 27, art. 3213; N 46, art. 5554; N 49, art. 6075; N 50, art. 6239, 6244, 6245; 2008, N 29 (part I), art. 3418; N 30 (part II), art. 3616; 2009, N 1, art. 17; N 29, art. 3616; 2010, N 30 , art. 4014; 2011, N 7, art. 901) and establish requirements that are mandatory for the owner of a landing site located on a plot of land or water area.
2. The requirements of these Rules do not apply to:
landing sites for performing a single landing, selected from the air or inspected from the ground;
landing sites used for less than 30 days during a calendar year.
3. In cases where the operational documentation of the aircraft establishes other requirements for landing sites than those established by these Rules, then the requirements of the operational documentation of the aircraft shall apply.
4. A landing site intended for airplanes may be used by helicopters and other types of aircraft, subject to the requirements specified in these Rules.
II. Aircraft landing site requirements
5. The surface of the runway (hereinafter referred to as the runway) of the landing site must be free of obstacles that impede taxiing, takeoff and landing of aircraft.
Irregularities, determined by the gap (clearance) between the rail 3 m long and the surface of the airfield in any direction of the working part, should not exceed 0.1 m or the size specified in the operational documentation of the aircraft for which the landing area is intended.
A runway must be capable of withstanding the forces generated by the traffic of the aircraft for which it is intended to operate.
If the landing area does not have a clearly defined runway, then the airfield must comply with the specified requirements.
The width of the runway must be at least:
18 m for landing sites with a runway length of up to 800 m;
23 m for landing sites with runway length from 800 m to 1200 m;
30 m for landing sites with a runway length of more than 1200 m;
45 m for landing areas with a runway length of more than 1800 m.
The width of a precision approach runway must be at least 30 m.
A runway with a length of more than 1200 m or intended for instrument landing shall be equipped with an end safety zone (hereinafter referred to as the TZB), which has a length of at least 90 m behind the end of the runway. The width of the TZB must be not less than the total width of the runway and its shoulder strips (hereinafter referred to as the WSB).
6. RTUs shall be located symmetrically on both sides of the runway so that the total width of the runway and its RTUs is not less than:
30 m for landing sites with a runway length of up to 800 m;
40 m for landing sites with runway length from 800 m to 1200 m;
75 m for landing areas with a runway length of more than 1200 m.
7. The width of a runway that is less than 400 m long and is intended for ultralight aircraft, and its BIS is determined based on the performance of aircraft planned to fly from the landing area.
8. The transverse slope of the airstrip should not exceed 2.5%, its surface adjacent to the runway must withstand the load created when the aircraft rolls out of the runway without causing structural damage to it.
9. The location of aircraft parking areas must provide a distance between the ends of the aircraft wings of at least 3 m.
The surface of the parking areas must be able to withstand the load from the wheels of the aircraft when parked.
10. The surface between the runway and the parking areas, intended for taxiing, must withstand the load from the wheels of the aircraft. If it is impossible to ensure compliance with the requirement for the entire specified surface, the boundaries of the zones intended for taxiing, or taxiways (hereinafter referred to as taxiways) are marked with flags or traffic signal cones.
11. In the cases established by these Rules, the elements of the landing areas are marked with markings (hereinafter referred to as markers), which must be objects with a mass and structure that pose a minimum danger to the aircraft in the event of a collision with its parts (hereinafter referred to as fragile objects).
12. Markers located close to a runway or taxiway shall be installed in such a way as to provide the necessary safe distance from aircraft propellers and engine nacelles.
The markers must be fixed in such a way as to prevent them from being dislodged by the air stream created by the engines and propellers.
13. Runway entrance markers are installed symmetrically to the runway axis along the edges of the runway ends so that the long side of the marker is perpendicular to the runway center line.
The surface of the entrance marker must have alternating vertical stripes of red and white on the runway side, and vertical alternating black and white stripes on the opposite side. The outer stripes are black or red, respectively. The sizes and shape of the markers are specified in Appendix No. 1 to these Rules. Entrance markers are installed on the line of the beginning and end of the runway at a distance of 1 to 5 m from its side boundaries.
________________
Annexes are not included in the Bulletin. - Note ed.
14. On an unpaved runway, three flags may be used as entry markers to indicate the start and end of a runway. Flags are set from the edge of the runway with a step of 2 m on a line perpendicular to the axis of the runway, their dimensions are given in Appendix No. 2 to these Rules.
15. Border signs in the form of a truncated cone or prism are installed along the lateral borders of the runway at a distance of 100 m from each other and 1 m beyond its lateral borders, border signs in the form of flags, tires or traffic signal cones - at a distance of 50 m from each other. Flags and tires may be white, red or black, provided that contrast is provided with the background of the area. If there is snow on the landing site, boundary markers may be in the form of coniferous tree branches.
The surface of the runway boundary marker shall be painted with alternating transverse stripes of red and white or black and white.
16. The landing area is equipped with at least one wind indicator. The windsock is located in such a way that it is clearly visible from all points of the airfield. It should not be obscured by buildings, structures and natural obstacles from all directions and should rotate freely around the axis of the mast.
The wind indicator must have dimensions not less than those specified in Appendix No. 3 to these Rules.
The windsock should be illuminated when flying at night.
The color of the windsock is chosen in such a way that it contrasts with the surrounding area.
Where a combination of two colors is required to provide the required windsock contrast, combinations of orange and white, red and white, or black and white are used. The colors are arranged in five alternating stripes so that the first and last stripes are darker in color.
17. On the landing site, obstacle limitation surfaces are installed in the direction of the air approach strip adjacent to the end of the runway and located in the direction of its axis, in which aircraft climb after takeoff and descend during landing approach (hereinafter referred to as the air approach strip), and also away from the borders of the BPB.
For landing sites used at night, not intended for instrument landing, the obstacle limitation surfaces in terms of the landing site are in the form of a trapezoid, the sides of which are formed by lines radiating from the edge of the RST at an angle of 6 ° to the runway axis, passing from the outer boundary of the TTB , and in its absence - from the end of the runway. The length of the obstacle limitation surface in the direction of the air approach strip is 1500 m, starts from the runway threshold and has an inclination angle of 3° to the runway axis. The side surface of the obstacle limitation starts from the edge of the BPU and has an angle of inclination to it of 20 ° up to a height of 50 m, then a horizontal section up to a distance from the runway centerline of 120 m.
In the event that the obstacles extend beyond the specified limitation surfaces, the use of landing sites during the day for landing approaches without the use of instruments is permitted, provided that the owner of the landing site includes a description of the obstacle in the air navigation passport of the landing site.
For landing pads intended for instrument approach, the obstacle limitation surfaces in the landing pad plan are in the form of a trapezoid, the sides of which are formed by lines starting at a distance of 120 m on both sides of the runway center line at its end and diverging at an angle of 9 ° to runway axis extending from the outer boundary of the TZB. The length of the obstacle limitation surface in the direction of the air approach strip is 3000 m, starts from the end of the TZB and has an inclination angle of 3° to the runway axis. The side surface of the obstacle limitation starts from the edge of the BPU and has an angle of inclination to it of 20 ° up to a height of 50 m, then a horizontal section up to a distance from the runway centerline of 120 m.
For landing sites equipped with precision approach systems, the requirements established for aerodromes, depending on the precision approach category, apply.
III. Helicopter landing site requirements
18. A landing and take-off zone (hereinafter referred to as the TLOF zone), a final approach and takeoff zone (hereinafter referred to as the FATO zone) and a safety zone must be provided on the landing site.
19. A FATO may be located on or near an airplane landing runway or taxiway.
20. The FATO zone can be of any configuration and must be sized to:
for helicopters with a maximum takeoff weight of more than 3100 kg - place a circle with a diameter not less than a diameter equal to the length of a helicopter with rotating propellers (hereinafter - D), for which this landing site is intended;
for helicopters with a maximum takeoff weight of 3100 kg or less - place a circle with a diameter of at least 0.83D of the largest helicopter that the landing site is intended to serve.
21. The average slope of the FATO zone in any direction is no more than 3%. The local slope of any part of the approach zone, measured by the size of the helicopter track, does not exceed 7%.
22. The surface of the FATO must be clear of obstructions and capable of withstanding the effect of the main rotor blast.
23. There shall be at least one TLOF on a landing site, which may be located within or outside the FATO.
The TLOF area may be of any configuration and must be of sufficient size to accommodate a 0.83D circle of the helicopter for which the area is intended to fly.
The slopes of the TLOF zone are set to be sufficient to prevent accumulation of water on the surface of the zone, but should not exceed 2% in any direction, unless otherwise specified in the aircraft operating documentation.
The TLOF must be capable of withstanding the loading of the aircraft for which it is intended to land.
24. Surrounding the FATO zone is a safety zone, the surface of which does not have to be hard.
In the security zone, it is not allowed to have objects that, due to their functional purpose, should not be located in this zone.
Objects that, due to their functional purpose, must be placed in the safety zone, should be fragile objects and not higher than 0.25 m. If they are located along the border of the FATO zone, then they should not go beyond the plane originating at a height of 0.25 m above the boundary of the FATO zone and ascending away from the FATO zone with a gradient of 5%.
The safety zone surrounding a FATO intended for use by helicopters under visual meteorological conditions extends beyond the contour of the FATO to a distance of 0.5D of the helicopter the landing site is intended to serve.
When:
if the FATO is in the shape of a quadrilateral, each outer side of the safety zone must be at least 2D;
if the FATO is circular, the diameter of the safety zone must be at least 2D.
The safety zone surrounding the FATO zone intended for helicopter flights under instrumental meteorological conditions must have dimensions in the transverse direction of at least 45 m on each side of the center line and in the longitudinal direction, not less than 60 m from the boundaries of the FATO zone.
The upward slope of the surface of the safety zone, when it is solid, away from the boundary of the FATO shall not exceed 4%.
25. At the landing site, ensure that obstacles on the side of the FATO are not higher than the side of the obstacle limitation extending at an upward slope of 45° from the edge of the safety zone to a height of 10 m.
26. In cases where the terrain or obstacles make it impossible to take off and land in two directions, landing sites with a start in one direction are allowed. In such cases, the distance from the edge of the landing area, including the safety zone, to obstacles blocking the second direction of the air approach strip must be at least 2D.
When using a curved climb and descent trajectory, the obstacle-free zone should provide the possibility of starting a turn during takeoff and completing a turn during landing at a height of at least 30 m for all classes of helicopter performance characteristics.
27. The helicopter parking area is designated in accordance with Appendix No. 4 to these Rules and must have dimensions sufficient to place a circle with a diameter equal to 1.2D of the helicopter for which the parking area is planned to be used.
If the parking area is used for turning the helicopter:
a) a protective zone is located around it, which extends laterally at a distance of 0.4D from the boundary of the parking area;
b) the minimum size of the parking lot and the protection zone must be at least 2D.
If the landing site provides for the simultaneous maneuvering of helicopters over the stands, the protection zones of the helicopter stands and the taxi routes associated with them shall not overlap.
If non-simultaneous maneuvering of helicopters over parking areas is envisaged, overlapping of the protective zones of helicopter parking areas and associated taxi routes is allowed.
If the helicopter stand is intended for ground taxiing of helicopters having wheeled undercarriages, its dimensions must take into account the minimum turning radius of the helicopters for which the stand is intended to be located.
If a helicopter stand is used for through taxiing on the ground, the minimum width of the stand and associated protection zone must be at least as wide as the ground taxi route.
28. The central area of the helicopter parking area must withstand the static load and the load caused by the movement of helicopters, for which it is intended to serve and must have:
a) a diameter of at least 0.83D of the helicopter it is intended to serve;
b) a width not less than the width of a ground taxiway for ground taxiing, if the helicopter stand is intended for through ground taxiing.
It is allowed to combine the TLOF zone and the parking area.
The slope of the helicopter parking area in any direction should not exceed 2%, unless otherwise provided by the operational documentation of the aircraft.
29. Helicopter storage areas that will not be powered by engines should be of the size necessary for the safe storage of helicopters.
30. The width of a ground taxiway for ground taxiing shall be at least 1.5 times the gauge of the helicopter the taxiway is intended to serve.
31. The space above the taxiway for taxiing on the ground is cleared of obstacles in each direction from the center line for a distance of at least 0.75D of the helicopter, for taxiing of which the taxiway is intended.
Longitudinal taxiway slope for taxiing on the ground of helicopters should not exceed 3%, transverse slope not more than 2%.
No objects are allowed on taxiways for ground taxiing of helicopters, except for fragile objects which, due to their function, must be there.
A taxiway for taxiing helicopters on the ground must be equipped in such a way as to exclude the impact of loose objects on the helicopter.
Taxiways intended for ground taxiing by helicopters and airplanes must meet the most stringent requirements for taxiways for airplanes and taxiways for ground taxiing of helicopters.
32. The taxiway width for air taxiing must be at least 2 gauges of the largest helicopter the taxiway is intended to taxi.
The space above the taxiway for air taxiing shall be cleared of obstacles in each direction from the center line of the taxiway at a distance not less than the diameter of the main rotor of the helicopter for which the taxiway is intended to taxi, the surface under the specified space must be suitable for emergency landing and must exclude damage to helicopters by loose objects.
The transverse and longitudinal slopes of the taxiway surface for air taxiing for helicopters shall not exceed 10% and 7%, respectively, or shall not exceed the slope limits specified in the operating documentation of the helicopters for which the taxiway is designed to taxi.
33. Helicopter landing pads with artificial turf must have an identification marking - the letter "H" in white. On landing sites at health care institutions, the letter "H" is applied in red against a white cross.
The transverse line of the letter "H" must be located at right angles to the preferred direction of the final approach. The dimensions of the identification marking must not be less than the dimensions specified in Appendix No. 5 to these Rules.
The rectangular FATO zone marking consists of three identical markings located along the border of each side, including the corner ones, at regular intervals in accordance with Appendix No. 6 to these Rules. If the FATO is circular or otherwise, the minimum number of equally spaced markings is five. The white line marking the boundary of the FATO zone must be at least 0.3 m wide.
A TLOF zone marking should be provided if the perimeter of the TLOF zone is not clearly defined. The TLOF zone marking consists of a continuous white line at least 0.3 m wide.
The touchdown point marking is applied in such a way as to ensure that the helicopter is at a safe distance from any obstacle, if the helicopter pilot's seat is above the marking and is a yellow circle with a line width of at least 0.5 m and an internal diameter equal to 0.5 D of the helicopter, for landing of which the landing zone is intended.
34. Helicopter landing sites without artificial pavement are designated in accordance with Appendix No. 7 to these Rules.
Unpaved landing site signs may be traffic signal cones or tires painted in a contrasting color or flags.
In winter, traffic signal cones, tires and flags can be replaced by branches of coniferous trees.
35. At the parking lot of artificial turf helicopters, the border of the central zone is marked with a yellow or orange line with a width of at least 0.15 m.
Parking areas that do not have artificial pavement are indicated by four traffic signal cones, tires or flags located at the corners of a square in which a 1.2D circle of the size of the helicopter for which this parking lot is intended can be inscribed.
36. On artificial pavement, the center lines of a taxiway for taxiing on the ground and a taxiway for taxiing through the air are marked with a dotted yellow or orange line 0.15 m wide and 1.5 m long with 3.0 m gaps.
Air taxi route markings over unpaved surfaces may be done with flags or traffic signal cones or tires.
37. Landing pads for helicopters are equipped with a wind indicator. The wind indicator must have dimensions not less than those specified in Appendix No. 3 to these Rules.
The color, location and design of the windsock must comply with the requirements of paragraph 16 of these Rules.
IV. Requirements for landing sites located in the water area
38. Landing pads located in the water area are equipped with at least one wind indicator that meets the requirements of paragraph 16 of these Rules.
39. A section of the water area intended for takeoff must have:
length 20% more than the seaplane takeoff distance specified in the flight manual for calm;
width and depth according to the aircraft flight manual.
40. In the event that the direction of the air approach strip is determined on the landing site, the water area is equipped with orange or white buoys.
41. On the landing site, it is necessary to have a boat with life buoys to assist aircraft crews and their passengers.
42. On the shore in the immediate vicinity of the landing site located in the water area, aircraft parking, a berth for mooring aircraft should be equipped.
When aircraft are parked on land, the aircraft should be lifted ashore and launched into the water.
43. To mark a landing site on the surface of the water, floating markers held in place by chains or cables (hereinafter referred to as buoys) and markers installed at a shallow depth on a pole are used.
44. The left side of the channel when moving towards the coast, as well as obstacles that should be bypassed on the right when moving towards the coast, are marked with black or green buoys.
The right side of the channel when moving towards the coast, as well as obstacles that should be bypassed on the left when moving towards the coast, are marked with red buoys.
45. Striped black and white buoys are used to mark the center of a fairway or channel.
46. For use at night, the most important buoys are illuminated or reflectors of a color corresponding to the color of the buoy are installed on them, with the exception of black buoys, which use a light or a white or green reflector.
Appendix N 1. Dimensions and shape of markers
Appendix No. 1
to the Rules (point 13)
Picture. input marker
Appendix N 2. Sizes of flags
Appendix No. 2
to the Rules (point 14)
Picture. Border markers: 1 - truncated cone; 2 - prism; 3 - checkbox; 4 - road signal cone
Appendix N 3. Windsock dimensions
Appendix No. 3
to the Rules (clauses 16, 37)
Picture. Windsock dimensions
Landing site assignment | |||
For aircraft | |||
For helicopters | |||
For ultralight aircraft |
Annex N 4. Marking of the helicopter parking area
Appendix No. 4
to the Rules (paragraph 27)
Picture. Parking area marking. Shape and dimensions (m) of numbers and letters of marking
Appendix N 5. Identification marking of the landing site at the healthcare facility
Appendix No. 5
to the Rules (paragraph 33)
Picture. Identification marking of a landing site at a healthcare facility
Appendix No. 6. Scheme for marking a landing site with artificial turf
Appendix No. 6
to the Rules (paragraph 33)
Picture. Paved Landing Area Marking Scheme
Appendix No. 7. Designation of the working area of a helicopter landing site without artificial turf
Appendix No. 7
to the Rules (paragraph 34)
Picture. Designation of the working area of a helicopter landing site without artificial turf: 1 - working area of the landing site; 2 - truncated cone or prism; 3 - landmark flags or road signal cone or tires
Electronic text of the document
prepared by CJSC "Kodeks" and checked against:
Bulletin of regulations
federal bodies
executive power,
N 18, 05/02/2011 (order, Rules);
distribution (appendices N 1-7 to the Rules)
BENEFITS
for the design of civil airfields (in development of SNiP 2.05.08-85*).
Part VII. Heliports, heliports and helicopter landing pads
________________
SNiP 32-03-96. - Database manufacturer's note.
Introduction date 1984-07-01
This Manual is published in the development of VNTP 2-83. With its entry into force, the "Instruction for the design of helicopter stations, heliports and landing sites for civil aviation helicopters" becomes invalid.
The manual provides methods for calculating the required parameters of elements of heliports and landing sites for helicopters. It is intended for the design of heliports and landing sites for specific types of helicopters, as well as for assessing the usability of existing heliports.
The manual was developed by engineers E.I.Vasilyeva, V.G.Gavko, V.A.Shymansky.
The manual was approved by the head of the institute on September 30, 1983 with a deadline for introduction on July 1, 1984.
1. GENERAL PROVISIONS AND BASIC DEFINITIONS
1. GENERAL PROVISIONS AND BASIC DEFINITIONS
1.1. This Manual is intended for the design of heliports and heliports for a particular type of helicopter, as well as for the operational evaluation of heliports and landing sites.
1.2. The manual does not apply to the design of landing sites located on the decks of ships, icebreakers, etc.
1.3. Helicopter station - an enterprise that regularly receives and sends passengers, baggage, mail and cargo.
Helicopter station can also ensure the implementation of national economic tasks.
1.4. Heliport - a land (water) area or a specially prepared area (on the roof of a building, on a platform elevated above the water surface), which has a complex of structures and equipment that provides take-off and landing in an airplane or helicopter way, taxiing, storage and maintenance of helicopters.
1.5. According to the operational and technical purpose, heliports and heliports can be base, terminal and intermediate.
The base helicopter station (base heliport) has an assigned helicopter fleet and performs maintenance for the operational types of work provided for by the regulations.
The terminal heliport (terminal heliport) is the end point of a flight along a given route. At the final helicopter stations, the passenger cabin is cleaned, the helicopter is maintained, passengers are disembarked and boarded, cargo, baggage and mail are unloaded and loaded for the return flight.
Intermediate heliport (intermediate heliport) - a point for a short-term stop of a helicopter according to the schedule when performing a flight along an established route. Here the helicopter is inspected and refueled.
1.6. By location, heliports can be divided into land and surface.
Terrestrial include heliports located on the surface of the earth, on the roof of a building. Land heliports can be flat and mountainous.
Surface heliports include heliports located on platforms raised above the water, floating and loaded drilling rigs.
1.7. Permanent heliport - a heliport equipped for regular operation, duly registered and having a certificate of registration.
Temporary heliport - a heliport prepared for flights for a limited period and not requiring registration, but subject to registration in the management of the civil aviation.
A temporary heliport may consist of only one runway.
1.8. Landing area - a land plot or a specially prepared area of the minimum allowable size on any structures (roofs of buildings, surface platforms, etc.) that provides regular or occasional takeoffs and landings of helicopters without using the influence of an air cushion. Landing sites are subject to registration in the civil aviation departments.
1.9. Working area - a section of the landing area intended for takeoff and landing of helicopters. The working area, as a rule, has an artificial covering.
Landing pads located on rooftops, elevated platforms, ships, etc. may not have runways.
1.10. Mooring platforms - specially prepared and equipped with mooring fasteners, usually with artificial turf, designed for testing engines at maximum speed and for routine testing.
2. ELEMENTS OF HELICOPTERS AND THEIR PURPOSE
2.1. The main elements of the heliport are (Fig. 1):
airstrip (LP);
taxiways (RD);
helicopter parking areas (MS);
deviation platforms;
mooring platforms;
foredock sites;
platform;
helicopter wash pads.
Fig.1. Approximate diagram of a base helicopter station (base heliport)
Fig.1. Approximate scheme of the base helicopter station (base heliport): 1 - service and passenger building; 2 - platform; 3 - RD; 4 - LP; 5 - runway; 6 - group MS; 7 - individual MS; 8 - maintenance dock; 9 - fuel and lubricants warehouse; 10 - pre-dock area; 11 - mooring area; 12 - road; 13 - fence; 14 - meteorological platform; 15 - station square; 16 - road
Data for the design of heliports and landing sites are given in Appendix 1, the relative position of the main elements of heliports - in Appendix 2.
2.2. The airstrip (LS) must provide for the takeoff and landing of helicopters using the effect of an air cushion, as well as in a helicopter way without using the effect of an air cushion.
The LP includes a runway (runway), end and side safety strips (KPB and BPB).
2.3. CPBs are adjacent to the ends of the runway and ensure the safety of helicopter takeoff and landing. BPUs are located on both sides of the runway and ensure the safety of helicopters in case of possible overrunning of the runway during takeoff and landing.
2.4. Taxiways (RD) are designed for taxiing and towing helicopters. Taxiways, as a rule, connect the runway with the helicopter stands, the apron (if any). Taxiways are interconnected by MS, mooring, pre-dock sites, deviation correction sites, etc.
2.5. The apron is designed to provide short-term parking of helicopters during embarkation and disembarkation of passengers (if passenger transportation is carried out at the heliport).
2.6. Helicopter stands (MS) are designed to provide storage and maintenance of helicopters. The MS can be used for loading and unloading of mail, cargo, boarding and disembarking of passengers. MS can be group and individual.
2.7. Mooring platforms are designed to ensure testing of engines at maximum speed.
2.8. Pre-dock pads are designed for maintenance and rework after maintenance and current repairs.
2.9. The heliport territory is designed to ensure maneuvering of helicopters in the airspace over the area adjacent to the heliport (landing area). Air approach lanes (ALAs), which are part of the heliport area and adjacent to the ends of the LL in the direction of the continuation of its axis, provide climb during takeoff and gliding during landing of helicopters.
3. FLIGHT STANDS
3.1. Flight and runways should be designed to ensure the possibility of take-off, landing of helicopters with a short takeoff run and in a helicopter using the effect of an air cushion.
3.2. When designing heliports, it is recommended to ensure that the helicopter takes off in an airplane manner, which is the most economical in comparison with the helicopter, as it allows to increase the helicopter load. If it is impossible to ensure the takeoff and landing of helicopters with a short takeoff run, it is allowed to take off helicopters in a helicopter manner using the effect of an air cushion.
When heliports are located in cramped conditions, on the roofs of buildings, on platforms raised above the water, helicopters can take off and land in a helicopter-like manner without using the effect of an air cushion.
3.3. The dimensions of the elements of the strip and runway should be taken in accordance with the chapter of SNiP "Design Standards. Aerodromes". In the event that the design assignment provides for the design of a heliport for the operation of a specific type of helicopter, the dimensions of the elements of the LS and RWY may be taken in accordance with Table 1.
Table 1
|
Heliport elements |
Dimensions of elements by types of helicopters, m |
||
|
Mi-6, Mi-10, Mi-26 |
Mi-8, Mi-4, Ka-32 |
||
|
LP Width |
|||
|
Runway length |
|||
|
Runway width |
|||
|
BPB Width |
|||
|
CPB length |
|||
|
landing pads |
|||
|
Working area of landing sites |
|||
|
landing strips |
|||
|
Landing sites located on the tops of mountains, saddles, terraces, with open air approaches in the direction of the launch |
|||
|
The minimum elevation of the landing area above the general terrain in the direction of take-off |
|||
|
Minimum distance from landing area to obstacle in takeoff direction |
|||
|
Landing areas located on the roofs of buildings and elevated platforms, bounded by a coaming |
|||
Note. The parameters of the LP elements for the Mi-26 and Ka-32 helicopters are preliminary and will be specified based on the test results.
3.4. The shapes and sizes of heliports are determined based on the number and location of LPs. The number of LPs, their direction and location in relation to each other are taken depending on the intensity of helicopter traffic, wind load, obstacles in the heliport territory, terrain, as well as the characteristics of the winter operation of the heliport.
table 2
|
Helicopter type |
The maximum allowable speed of the normal component of the wind, m/s |
|
|
Mi-6, Mi-26, Mi-8 |
||
|
Mi-2, Mi-4 |
3.6. Calculation of the wind loading should be carried out according to 8 or 16 points according to the observation data of the nearest meteorological station for a period of at least 5 years.
In the event that the required minimum wind loading of a heliport from one runway is not met, a secondary runway should be provided, which should be located at an angle close to 90° to the main runway.
3.7. In the case when it is impossible to equip a two-sided start, a one-sided start device is allowed. The distance from the end of the runway to the obstacle blocking the second direction of the start must be at least 50 m (Fig. 2).
Fig.2. Helipad with one-way launch
Fig.2. Helipad with one-sided launch: 1 - landing pad; 2 - conditional plane for limiting the height of obstacles in the direction of takeoff and landing; 3 - helicopter takeoff trajectory
The minimum distance between parallel runways (in axes) must be at least three main rotor diameters of the design type of the helicopter.
4. TAXIWAYS
4.1. The number of taxiways is determined from the conditions for ensuring the greatest maneuverability of helicopters, taking into account the intensity of their movement with a minimum length of taxi paths between the runway and other elements of the heliport.
When designing heliports for the operation of specific types of helicopters, the width of the taxiways and the minimum radii of their interfaces with the runway, stands and apron may be taken from Table 3.
Table 3
|
Helicopter type |
Taxiway width, m |
Conjugation radius, m |
|
Mi-6, Mi-10, Mi-26 |
||
|
Mi-4, Mi-8, Ka-32 |
||
|
Mi-2, Ka-26 |
Note. The specified values for the Mi-26 and Ka-32 helicopters are preliminary and are subject to clarification based on the test results.
4.2. The taxiway width for helicopters not listed in Table 3 can be determined by the formula (Fig. 3)
Where is the width of the taxiway;
Helicopter chassis track along the outer edges of the tires;
- deviation of the helicopter axis from the taxiway axis at the taxiing stage (accepted according to Table 4);
- the minimum allowable distance from the edge of the artificial pavement of the taxiway to the outer edge of the tire (accepted according to Table 4).
Fig.3. Scheme for determining the required taxiway width for a particular type of helicopters
Fig.3. Scheme for determining the required taxiway width for a particular type of helicopters
Table 4
|
Helicopter type |
Helicopter axis deviation from taxiway axis during taxiing, m |
The minimum allowable distance from the edge of the coating to the pneumatic, m |
|
Mi-6, Mi-10, Ka-26 |
||
|
Mi-8, Mi-4, Ka-32 |
||
|
Mi-2, Ka-26 |
Note. The values of and for the Mi-26 and Ka-32 helicopters are preliminary and are subject to refinement based on the test results.
4.3. Along the sides of the taxiway there should be dedusting strips, the width of which should be taken in accordance with the chapter SNiP "Design Standards. Aerodromes".
5. HELICOPTER STANDINGS
5.1. Helicopter parking spaces at heliports can be group and individual.
5.2. Three installation methods are possible at helicopter parking areas:
approach at low altitude with a turn in the air (only for Mi-4, Mi-8, Ka-32, Mi-2 and Ka-26 helicopters;
taxiing on the thrust of the main rotor;
towing with a tractor.
5.3. Depending on the method of installation of helicopters, individual MS are divided into two types:
the first - provides taxiing of the helicopter on the main rotor thrust or with the help of a tractor with a turn around the main wheel;
the second is the installation of a helicopter with a turn in the air while hovering at low altitude, it is recommended for medium and light helicopters in the presence of free air approaches.
The dimensions of individual MS should be taken according to Table 9 of SNiP II-47-80*.
________________
* The document is not valid on the territory of the Russian Federation. SNiP 32-03-96 are in force, hereinafter in the text. - Database manufacturer's note.
5.4. The distance between the ends of the rotor blades of helicopters depends on the method of their installation on the MS and is taken according to Table 5.
Table 5
|
Helicopter installation method |
Distance between helicopter propeller blades, m |
|||||||
|
Tractor towing |
||||||||
|
Taxiing on the thrust of the main rotor |
||||||||
|
Air turn installation |
||||||||
For helicopters not listed in Table 5, these distances can be determined by the formula
Where is the distance between the ends of the main rotor blades;
Rotor diameter;
- parameter taken when towing by a tractor - 0.25; taxiing on the thrust of own engines - 0.5; approaching at low altitude - 2.0.
The distance from the projection of the main and tail rotors of helicopters to the edge of the artificial pavement of the group stand should be 2.0 m.
5.5. The distance between elements of heliports should be taken according to Table 10 of SNiP II-47-80.
The number of helicopter stands per stand can be determined by the formula
Where - the number of based (attached) helicopters;
Number of foredock sites;
- number of helicopter stands on the apron (during regular passenger traffic);
- the number of platforms for eliminating deviation.
5.6. The method of installing helicopters on the stands and the layout scheme are adopted during the feasibility study, by minimizing the reduced costs for the construction, operation of artificial pavements of the stands, towing facilities and the costs of operating helicopters at the stands.
The methodology for determining the optimal way to install helicopters on the stands and the schemes for their placement are given in Appendix 3.
6. MOORING AREA
6.1. Mooring pads (SHP) should be provided at permanent heliports, heliports and repair facilities only for Mi-4, Mi-8, Ka-32, Mi-2, Ka-26 helicopters.
The number of SHPs is accepted as one for 10 Mi-4, Mi-8, Ka-32 helicopters or for 15 Mi-2, Ka-26 helicopters.
The dimensions of the SHP should be taken according to Table 9 of SNiP II-47-80.
6.2. The location of the SHP on the general layout of the heliport should ensure the distances between the elements of the heliport (indicated in Table 10 of SNiP II-47-80). In addition, on the general plan of the heliport, the SRs must be located in such a way as to ensure the impact of the air flow created by the helicopter's main rotor at a speed of no more than 10 m/s for adjacent helicopters, 5 m/s for passenger congestion areas.
The speeds of the air flow generated by the main rotor of the helicopter are specified in Appendix 1.
6.3. ShP are equipped with side and bow mooring fasteners. The strength of the mooring fasteners must be calculated for the forces given in Table 6.
Table 6
|
Helicopter type |
Estimated force, tf |
|
|
side mount |
nose mount |
|
Notes: 1. For Ka-32 helicopters, data will be given after flight tests.
2. For helicopters of the Ka-26 type, the design forces of the side and nose mounts are equal.
For helicopters not listed in Table 6, the design forces can be determined by the formula
Where is the parameter taken equal to 2.5 for the side mount, 1.0 for the bow mount.
6.4. Mooring fasteners are located on the SHP in such a way as to ensure the fastening of the helicopter against the direction of the prevailing wind.
6.5. In the event that climatic and soil conditions contribute to the creation of a high-quality sod cover on the SR, it is allowed to arrange only foundations for mooring fasteners without artificial turf on the entire surface of the SR.
7. APRON
7.1. The number of helicopter stands on the platform is determined by the formula
Where - the maximum hourly intensity of movement of helicopters (only carrying passengers);
- coefficient taking into account the parking capacity of the apron, taken for Mi-4, Mi-8, Ka-32 helicopters 1.2 and 0.85 for Mi-2, Ka-26 helicopters.
7.2. Schemes and methods of placing helicopters on the platform should be adopted taking into account the recommendations of the section "Helicopter parking areas".
The minimum allowable distances between helicopters and obstacles are the same as for the MC.
8. REQUIREMENTS FOR THE RELATIONSHIP OF ELEMENTS OF HELICOPTERS AND LANDING SITES
8.1. The distance between the axes of the MS and LP, between the individual MS, from which flights are performed, must be at least three diameters of the main rotor of the design helicopter. When taxiing a helicopter under its own power, the distance from the end of the main rotor blades to the obstacle must be at least half of its diameter.
Distance between different types of helicopters, standing next to on a stand or apron should be taken as the size of the larger of them.
8.2. Mooring pads should be located from the side boundary of the LP and buildings at a distance equal to three diameters of the main rotor of the design type of the helicopter, and from the main taxiway - at a distance of two diameters (along the axes).
It is desirable that the buildings are located in relation to the mooring areas from the side of weak winds.
8.3. The apron (if any) must be located at a distance from the runway and the CP at a distance that ensures the impact of the air flow created by the helicopter at a speed of not more than 5 m/s. The distance from the service and passenger building to the end of the helicopter blades must be at least half the diameter of the main rotor of the helicopter.
8.4. When designing the master plan of the base heliport, one should take into account the technological interconnection of the elements of the heliport, given in Table 7.
Table 7
|
heliport element |
Requirements for the location and interconnection of heliport elements |
|
Airstrip |
Direct communication via taxiway network with MS and apron (if available) |
|
parking place |
Direct communication with the mooring area, deviation elimination area, fore-dock area, aviation fuel supply facilities |
|
Apron (for regular passenger traffic) |
Direct communication with LP and MS of helicopters. Communication with maintenance and aviation fuel supply facilities |
9. AIRPORT HELIPORTS
9.1. Heliports may be located at airports and at aerodromes of all classes.
The structure of the heliport located on the territory of the airport, as a rule, includes:
airstrip;
helicopter parking areas;
taxiways.
9.2. The distance between the aerodrome runway boundary and the axis of the heliport runway or runway should be at least 100 m. The runway of the aerodrome did not exceed the maximum wind speed allowed for aircraft in operation at this aerodrome.
9.3. When heliports are located at airports, it is advisable to allocate a separate sector on the territory of the airfield and exclude the possibility of taxiing helicopters along standing aircraft.
9.4. The removal of the helicopter MS or LS from the aircraft MS or aerodrome taxiways must provide the following minimum distances:
when performing takeoff and landing operations from the MS or PP - 50 m;
in the absence of takeoff and landing operations - in accordance with SNiP II-47-80.
10. TERRITORY
10.1. The land plot intended for the construction of a helipad or heliport must meet the following requirements:
be of sufficient size to accommodate the heliport and the territory of service and technical development, taking into account future development;
the terrain adjacent to the site should not have any obstacles for maneuvering and approaching helicopters.
10.2. The heliport area should ensure the safety of helicopter takeoff and landing operations during takeoffs and landings with a short takeoff run and in a helicopter manner with and without the use of an air cushion effect.
10.3. The near-port area is a rectangle in plan, consisting of a side and two end parts.
10.4. The heliport territory consists of obstacle limitation planes in the takeoff and landing direction and lateral obstacle limitation planes. The layout of the elements of the near-port area is shown in Fig.4. The dimensions and inclinations of the obstacle limitation planes for takeoffs and landings with a short takeoff run and in a helicopter manner using the effect of an air cushion are given in Table 8. Helicopter takeoff and landing data without using the influence of an air cushion are shown in Fig.5.
Table 8
|
Parameters of the heliport area |
Sizes of the heliport territory by types of helicopters |
||
|
Mi-6, Mi-10, Mi-26 |
Mi-4, Mi-8, Ka-32 |
Mi-2, Ka-26 |
|
Note. The parameters of the heliport territory for the Mi-26 and Ka-32 helicopters are preliminary and will be specified based on the test results.
Fig.4. Scheme of air approach lanes during takeoffs and landings in an airplane or helicopter manner using the influence of an air cushion
Fig.4. Scheme of air approach lanes during takeoffs and landings in an airplane or helicopter manner using the influence of an air cushion
Fig.5. Scheme of air approach lanes and inclinations of the planes for limiting the height of obstacles for landing sites during takeoffs and landings in a helicopter style without using the effect of an air cushion
Fig.5. Scheme of air approach lanes and inclinations of the planes for limiting the height of obstacles for landing sites during takeoffs and landings in a helicopter style without using the effect of an air cushion
10.5. Overhead high-voltage power lines (TL) located within the air approach strips (ATL), except for the height limit, must be removed from the border of the airstrip (LP) of the heliport, the landing site by at least 1.0 km and 0.5 km if the power line crossing the TFR from the side of the heliport is closed by terrain folds, forest plantations, buildings, etc., which do not cross the air obstacle limitation planes. The distance from the lateral boundary of the power line should be at least 0.3 km and 0.12 km if the power line is closed throughout its entire length by shading objects (Fig. 6).
Fig.6. The relative position of the heliport (landing pad) and high-voltage power line (TL)
Fig.6. The relative position of the heliport (landing area) and the high-voltage power line (TL): 1 - airstrip; 2 - power lines; 3 - conditional side plane limiting the height of obstacles; 4 - conditional plane for limiting the height of obstacles in the direction of takeoff and landing
11. SURFACE OF ELEMENTS OF HELIFROMES AND LANDING SITES
The surface of elements of heliports and landing sites for helicopters should be taken in accordance with SNiP II-47-80, depending on the weight category of the helicopter.
12. TEMPORARY HELIFROMES AND LANDING SITES
12.1. The dimensions of the runways of temporary heliports (landing sites) and airborne approach strips to them must be taken in accordance with SNiP II-47-80 and Section 10 of this Manual.
12.2. The maximum runway slopes of temporary heliports and landing sites are recommended to be taken in accordance with SNiP II-47-80.
13. REQUIREMENTS FOR ARTIFICIAL SURFACES AND SUPPORTING STRUCTURES OF HELITROMES
13.1. Elements of heliports (runways, taxiways, stands, apron, SHP and other sites) intended for the operation of helicopters are recommended to be equipped with artificial pavements (permanent, lightweight or transitional) depending on the type of helicopter.
Artificial coverings of elements of heliports (landing sites) are calculated in accordance with SNiP II-47-80. The strength of ice heliports is calculated in accordance with Appendix 24 of NAS GA-80, taking into account the dynamic coefficient of 1.5.
13.2. The following are recommended as artificial heliport pavements:
for helicopters of the Mi-10, Mi-6, Mi-26, Mi-8, Mi-4, Ka-32 types - prefabricated reinforced concrete, reinforced concrete, cement concrete, the use of asphalt concrete is allowed;
for Mi-2 and Ka-26 helicopters - asphalt concrete or crushed stone pavement treated with a binder.
When equipping temporary heliports and landing sites in areas with soft soils, it is necessary to arrange a flooring of logs with a diameter of at least 18 cm, firmly fastened together, and the logs of the upper roll must be laid across the direction of the accepted start.
The flooring for Mi-6, Mi-10K helicopters is arranged in at least two rolls, for other helicopters - in one roll.
13.3. When designing surface heliports, the runway platform base structures (flat trusses, beams, girders, piles) must be calculated for the concentrated load from the maximum takeoff weight of the helicopter with a factor of 1.5.
The flooring (covering) of the runway platform is designed for a concentrated load of 75% of the maximum takeoff weight of the design helicopter, acting on an area of 30x30 cm.
13.4. Depending on local climate and working conditions it is recommended to check the strength of the flooring (overlapping) of the runway platforms for a temporary evenly distributed load resulting from heavy snowfall or while being on the platform together with the helicopter of the technical personnel serving it, passengers, cargo, mobile mechanization and cargo transport. In order to simplify the calculations, it is recommended to take the temporary uniformly distributed load equal to 500 kg/m.
14. SURFACE HELIFOTRES
14.1. Surface heliports and landing sites can be arranged on a pile foundation or on floating craft (barges, pontoons). In the first case, the difference between the marks of the working area and the highest water level should not be less than 1 m.
The takeoff and landing platform of surface heliports should be close to the shore, where passenger buildings, helicopter and vehicle stands, a maintenance dock, and a fuel and lubricants warehouse can be located.
14.2. The dimensions of the runways and landing sites, as well as air approaches to them, are taken in accordance with SNiP II-47-80 and Table 1, depending on the specified take-off method.
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