(icao annex 14 volume ii heliports) workshop #2 · pdf filefato: final approach and takeoff...

Leverton Associates International ICAO ‘Annex 14 Update’ Workshop – HAI HeliExpo 2012

Dr John Leverton

IFHA Representative to ICAO Aerodrome Panel

HAI Heliport Design Focal Point

Advisor - Infrastructure Development, AHS

ICAO ‘ANNEX 14 UPDATE’ (ICAO Annex 14 Volume II –Heliports)

WORKSHOP #2

http://www.rotor.com/Events/HELIEXPO2012/CurrentExhibitorInfo/2012HELIEXPORequestForm.aspx

http://www.heliexpo.com/best logo.zip


1 RD

1 D **

(1 D – 1 RD) = (approx.) 0.2 RD

D = Overall Length **

RD = (Main) Rotor Diameter

“Arc of Tail Rotor”

1 D = (approx.) 1.2 RD

Helicopter Dimensions

** US/FAA Uses ‗Overall Length‘ 1 OL = 1 D – AC-2C will use ‗D‘



HELIPORT TERMINOLOGY

• ICAO ANNEX 14:

R = ROTOR DIAMETER –2004 Annex 14 and Annex6: ‗R‘ not used in ‗Tranche 1 Annex 14‘

D = ‗D Factor‘ = OVERALL LENGTH

UNDERCARRIAGE WIDTH AND/OR LENGTH [UC]- 2004 Annex 14

UNDERCARRIAGE WIDTH [UCw] – ‗Tranche 1‘ Annex 14

• FAA AC-2B:

RD = ROTOR DIAMETER

OL = OVERALL LENGTH [‗D‘ in AC-2C]

MAX. UNDERCARRIAGE WIDTH/LENGTH = UC



Length of Undercarriage

Maximum width

or length of the

undercarriage (UC): used

for defining size of TLOF

in 2004 Annex 14

changed in Tranche 1

Annex 14 to TLOF

defined in terms of ‗D‘.

Undercarriage width

(UCw): used for defining

taxiway width

Width of Undercarriage (UCw)

UNDERCARRIAGE DIMENSIONS



APPROXIMATE

RELATIONSHIPS

•FATO = 1.5 D [1.5 X OVERALL LENGTH (OL)]

• TAIL ROTOR SIZE: 1/6 TO 1/5 RD

• D = 1.16 RD TO 1.2 RD

• ASSUME ‗D‘ = 1.2 RD

THAN 1.5 D = 1.8 RD and 1 RD = 0.83 D **

Approx 1/3 RD = 0.25 D – Approx 2 x 1/3 RD = 0.5 D

** Used in ‗tranche 1‘ for TLOF size etc.



DIFFERENCES

AC-2B ANNEX 14

PARKING AREA = HELICOPTER STAND

HOVER TAXI = AIR TAXI




FATO: Final Approach and Takeoff Area

TLOF: Touchdown and Liftoff Area

Safety

Area

FATO –

TLOF

SAME TERMINOLOGY – BUT DIFFERENT MEANING

2004 ANNEX 14 - FATO MAIN LOAD BEARING AREA

New ANNEX 14 - TLOF MAIN LOAD BEARING AREA

FAA AC-2B -TLOF MAIN LOAD BEARING AREA



PRESENTATION TERMINOLOGY

RD = ROTOR DIAMETER

D = ‗D Factor‘ = OVERALL LENGTH (OL)**

UCw = MAX. UNDERCARRIAGE WIDTH OR LENGTH

** Note: On some charts ‗OL‘ is used!

PC1, PC2 & PC 3 is used to reference heliports designed on the assumption are

―intended to be used by helicopters operated in performance class‖ 1, 2 and 3

respectively.

The ‗diagrams‘, although illustrating the approximate relative sizes,

are NOT to scale - this is not stated on some but not all diagrams.



ANNEX 14 ‗CONCEPTS‘

Surface Level Heliports

In ‘tranche 1’ text changed to make

intent clear.



FAA CONCEPT

AC 150/5390-2B

TLOF

FATO

Safety Area

HELICOPTERS CAN HOVER-TAXI OR GROUND-TAXI TO PARKING AREA

EACH TLOF MUST BE LOCATED

IN A FATO SURROUNDED BY A

SAFETY AREA



Safety

Area

FATO

TLOF




FATO and TLOF can be any shape – usually square or round

TLOF located

in a FATO



Safety

Area

FATO

TLOF/Central Zone




TLOF can be outside of FATO located in a helicopter stand

Protection Area

Helicopter Stand



FATO + TLOF+ SAFETY AREA

Annex 14 - FATO with TLOF

NOT TO SCALE



FATO + TLOF+ SAFETY AREA

Annex 14 - FATO with TLOF

NOT TO SCALE

France proposed during

HDWG meetings and at

AP2 that more than one

TLOF should be allowed in

a FATO – not supported by

other ICAO members for

‗safety reasons: NOT

included in ‗tranche 2‘.

France said it has propose it

again in response to State

Letter is issued - not known

if change will be made!!



SURFACE (GROUND) LEVEL

HELIPORTS



―Free Field‖ FATO with TLOF

SAFETY AREA

TLOF

FATO

NOT TO SCALE



FATO + 3 TLOFs each collocated

with a Helicopter Stand

3 TLOFs collocated with STANDs

FATO + SAFETY AREA

Air/Hover Taxi

NOT TO SCALE



FATO with TLOF + 3 Helicopter Stands

HELICOPTER

STANDs FATO + TLOF+ SAFETY AREA

NOT TO SCALE

Non-Simultaneous Operations



FATO + TLOF Collocated

with Helicopter Stand

TLOF collocated with STAND

FATO + SAFETY AREA

Air/Hover Taxi

NOT TO SCALE

FATO

Aiming

Point

Marking

OPTIONAL

IFHA

recommends

it should be

used!



FATO + TLOF Collocated with Helicopter Stand

+ 3 Additional Helicopter Stands


STANDs

FATO + SAFETY AREA

Air/Hover Taxi

Air/Hover Taxi or

Ground Taxi


NOT TO SCALE




+ 3 Additional Helicopter Stands (2 Sizes)


HELICOPTER STANDs [Two sizes of STANDs]

FATO + SAFETY AREA

Air/Hover Taxi

Air/Hover Taxi or

Ground Taxi







FATO + SAFETY AREA

Air/Hover Taxi

NOT TO SCALE




+ 3 Additional Helicopter Stands


STANDs

FATO + SAFETY AREA

Air/Hover Taxi

Air/Hover Taxi or

Ground Taxi


NOT TO SCALE





‗Overlapping‘ TLOFs collocated with STANDs

NOT ALLOWED

FATO + SAFETY AREA

Air/Hover Taxi





‗Overlapping‘ TLOFs collocated with STANDs

NOT ALLOWED –SAFETY REASON

FATO + SAFETY AREA

Air/Hover Taxi






FATO + SAFETY AREA

Air/Hover Taxi

NOT TO SCALE






FATO + SAFETY AREA

Air/Hover Taxi

NOT TO SCALE

FATO must be

designed to size of

largest helicopter i.e.

‗design helicopter‘

TLOFs/Stands can

be designed to size

of largest helicopter

i.e. design helicopter






FATO + SAFETY AREA

Air/Hover Taxi

NOT TO SCALE

TLOFs + Stands can be

designed for different

size helicopters FATO must be

designed to size of

largest helicopter i.e.

design helicopter






FATO + SAFETY AREA

Air/Hover Taxi

NOT TO SCALE

ICAO Annex 14 Vol II is very

‗flexible‘ when designing

surface (ground) level

heliports and allows many

layouts, while providing a

good ‗safe design‘.






FATO + SAFETY AREA

Air/Hover Taxi

NOT TO SCALE



FATO + 2 TLOFs each collocated with a

Helicopter Stand + 3 Helicopter Stands


FATO + SAFETY AREA

Air/Hover Taxi

NOT TO SCALE

Simultaneous Operations

3 Stands







FATO + SAFETY AREA

Air/Hover Taxi

NOT TO SCALE

3 Stands





Non-Simultaneous Stand Operations


FATO + SAFETY AREA

Air/Hover Taxi

NOT TO SCALE

A helicopter ‗flight‘ terminates at

(or commences from) a TLOF

3 Stands







FATO + SAFETY AREA

Air/Hover Taxi

NOT TO SCALE

Air (or ground) helicopter

movement or operation **

** This is NOT a ‗flight’.

3 Stands







FATO + SAFETY AREA

Air/Hover Taxi

NOT TO SCALE

A helicopter ‗flight‘ terminates at

(or commences from) a TLOF

3 Stands







FATO + SAFETY AREA

Air/Hover Taxi

NOT TO SCALE


movement or operation **

** This is NOT a ‗flight’.

3 Stands




Helicopter Stand



FATO + SAFETY AREA

NOT TO SCALE

Air/Hover Taxi

A helicopter ‗flight‘

terminates at (or

commences from) a

TLOF

TLOF/Stand Central Zone

Static LB

* Rec - SLB

FATO * + Safety Area-

No load bearing

reqirement!! *



FATO + 2 Helicopter Stands



FATO + SAFETY AREA

NOT TO SCALE

Air/Hover Taxi


terminates at (or

commences from) a

TLOF

TLOF/Stand Central

Zone Static LB

* Rec - SLB


No load bearing

reqirement!! *

Applies to PC2/PC3 Heliports ONLY …

… for PC1 Heliports the FATO shall have

―bearing strength sufficient to accommodate

a rejected take-off by helicopters operated in

performance class 1‖

i.e. be Dynamic Load Bearing (DLB)




Helicopter Stand



FATO + SAFETY AREA

NOT TO SCALE

Air/Hover Taxi


terminates at (or

commences from) a

TLOF

TLOF/Stand Central Zone

Static LB

* Rec - SLB


No load bearing

reqirement!! *

Concept illustrated is not supported by all HDWG members

and it does not appear to be ‗in line‘ with Annex 6. Even so it

is LAI opinion that this is used as bases for text in ‗tranche 1‘

Annex 14 (and proposed ‗tranche 2‘): this aspect is to be

address again in the development of the Heliport Manual.






FATO + SAFETY AREA

NOT TO SCALE

Air/Hover Taxi


terminates at (or

commences from) a TLOF

– Most Nations accept

that ‗flight‘ can be

terminated in a ‗hover‘

TLOF Dynamic LB

FATO –Static LB

Stand-Static LB






FATO + SAFETY AREA

NOT TO SCALE

Air/Hover Taxi


terminates at (or

commences from) a TLOF

– Most Nations accept this

can be terminated in an

‗hover‘

TLOF Dynamic LB

FATO –Static LB

Stand-Static LB


movement or operation




FATO + SAFETY AREA

Air Transit Route

NOT TO SCALE

FATO + TLOF

FATO with TLOF + Air Transit Route

Day =7RD [5.8D]

Night =10RD [8.3D]




FATO + SAFETY AREA

Air Transit Route

NOT TO SCALE

FATO

Marking??

FATO + TLOF Collocated with Helicopter

Stand + Air Transit Route

Day =7RD [5.8D]

Night =10RD [8.3D]




FATO + SAFETY AREA

Air Transit Route

NOT TO SCALE

FATO + TLOF

FATO with TLOF + Air Transit Route

Day =7RD [5.8D]

Night =10RD [8.3D] NOT USED IN PRACTICE – PROPOSED TO REMOVE

REFRENCE TO ‗AIR TRANSIT ROUTES‘ IN TRANCHE 2




FATO + SAFETY AREA

Air Transit Route

NOT TO SCALE

FATO

Marking

NOT

agreed!

FATO + TLOF Collocated with Helicopter

Stand + Air Transit Route

Day =7RD [5.8D]

Night =10RD [8.3D]

NOT USED IN PRACTICE – PROPOSED TO REMOVE

REFRENCE TO ‗AIR TRANSIT ROUTES‘ IN TRANCHE 2



FATOs / TLOFs



FATOs / TLOFs

***Annex 14, like FAA ACs,

give Minimum Sizes ****



SQUARE /CIRCULAR FATOs/TLOFs

Annex 14 allows the FATO and TLOF to be square,

rectangular or circular ... or in fact any shape. It is not

mentioned in Annex 14 but it is generally accepted that square

or rectangular FATOs or TLOFs – or those with ‗straight edge‘

sides - provides much better visual cues, particularly on

approach, to the pilot than a circular FATOs or TLOFs.

Similar at a distance during nighttime operations, a square or

rectangular pattern of FATO or TLOF perimeter edge lights

provides the pilot with better visual cues and information on

drift displacement, closure rate, etc. than a circular pattern.

Thus there are advantages in designing heliports with a square

FATO and/or square TLOF or for the FATO and/or TLOF

being hexagonal, octagonal or a shape with ‗straight edges‘.



SQUARE /CIRCULAR FATOs/TLOFs

Annex 14 allows the FATO and TLOF to be square,

rectangular or circular ... or in fact any shape. It is not

mentioned in Annex 14 but it is generally accepted that studies

show that square or rectangular FATOs or TLOFs – or those

with ‗straight edge‘ sides - provides much better visual cues,

particularly on approach, to the pilot than a circular FATOs or

TLOFs. Similar at a distance during nighttime operations, a

square or rectangular pattern of FATO or TLOF perimeter

edge lights provides the pilot with better visual cues and

information on drift displacement, closure rate, etc. than a

circular pattern. Thus there are advantages in designing

heliports with a square FATO and/or square TLOF or for the

FATO and/or TLOF being hexagonal, octagonal or a shape

with ‗straight edges‘.



FATO INTERPRETATION

SURFACE HELIPORTS

• FATOs in AC-2B and Annex 14 are similar but ‗different‘!

• 2004 Annex 14 main ‗Load Bearing Surface‘

• ‗Tranche 1‘ 2009 Annex 14 TLOF main ‗Load Bearing Surface‘ **

• FAA – need NOT be ‗load bearing‘ [TLOF provides ‗load bearing surface‘]

• FAA requires FATO (and/or TLOF) perimeter to be marked.

• Annex 14 requires FATO and TLOF perimeter to be marked only if ―perimeter is not self –evident‖ i.e if not clearly visible. [IFHA proposed TLOF perimeter to be always marked with white line ... NOT supported by other ICAO member!!]

** Also retained in Annex 14 Vol ‗Tranche 2‘ 2013.



TLOF Annex 14

TLOF CAN BE LOCATED INSIDE THE FATO

OR COLLOCATED WITH A HELICOPTER STAND.

‗Tranche 1‘ Change/Clarification – retained in ‗Tranche 2‘

FATO SURROUNDED BY SAFETY AREA

‗TLOF COLLOCATED WITH A ‗HELICOPTER STAND‘

(PARKING AREA) IS ―PROTECTED‖ BY HELICOPTER

STAND SAFETY AREA.



TLOF

•‗Tranche 1‘ 2009 / ‗Tranche 2‘ (2013) ANNEX 14

-TLOF CAN BE LOCATED INSIDE THE FATO OR COLLOCATED WITH A

HELICOPTER STAND.

-FATO SURROUNDED BY SAFETY AREA

-TLOF COLLOCATED WITH STAND ―PROTECTED‖ BY HELICOPTER STAND

REQUIREMENTS

AC -2B / AC-2C

–EACH TLOF MUST BE LOCATED IN A FATO SURROUNDED BY A SAFETY AREA.

–SAFETY AREAS MUST NOT OVERLAP.

–HELICOPTER CAN HOVER-TAXI OR GROUND-TAXI TO PARKING AREA

•



HELIPORTS INTENDED TO BE USED BY

HELICOPTERS OPERATED IN

PERFORMANCE CLASS 1

[NO CORRESPONDING FAA AC-2B REQUIREMENTS]



HELIPORTS INTENDED TO BE USED BY HELICOPTERS OPERATED IN

PERFORMANCE CLASS 1

[NO CORRESPONDING FAA AC-2B REQUIREMENTS]



HELIPORT - PC 1

• ICAO Annex 14

– Minimum FATO ―as prescribed in the Flight Manual‖ [ For ‗free field‘ Cat A / PC1 operation, the FATO (which includes the RTOA) can be up to 1600 ft (490m) or more at MTOM/High Temp: for Restricted Cat A procedure **

[NO CHANGE IN ‗TRANCHE 1‘ or ‗TRANCHE 2‘ ANNEX 14.]

– Minimum TLOF – 0.83D

[CHANGED IN ‗TRANCHE 1‘ ANNEX 14]

• FAA AC-2B/AC-2C [Transport –Operations with large Helicopters]

– FATO: Width 100 ft (30.5m) or 2 RD

Length 200 ft (61m) or 2 RD

– TLOF: 50 ft (15.25m) or 1 RD

………………………………………………………………………………………

** Size for ‗safe restricted area Cat A operation‘ is quoted in the R/HFM for helicopters certificated for Cat A operations. Values vary from 1.15 D (B206T) to 2.25 D (S61). [Some confusion however if size quoted in H/RFM value is the FATO!]



Protection Zone 400 ft (122 m)

PC1/TRANSPORT HELIPORT

ICAO Annex 14 [Performance Class 1]

[TLOF NOT SHOWN]

FATO: Value in Flight Manual [Approx. 1D ~ 2.25D]

‘Free-field’ Takeoff: 1000-1500 ft (300-460 m)

Safety Area – 0.25D (load bearing)

RTOA – ‗Zero‘ to several Hundred ft/m

FATO Width 2RD – Min 100 ft (30 m)

FATO Length 2RD – Min 200 ft (61 m)

FAA AC-2C - Transport Heliport

TLOF: 1 RD – Min 50 ft (15 m)



FATO SIZE – PC1

The dimensions of a FATO shall be:

a) where intended to be used by helicopters operated in

performance class 1, as prescribed in the helicopter flight manual

(HFM) except that, in the absence of width specifications, the width shall

be not less than the greatest overall dimension (D) of the largest helicopter

the FATO is intended to serve;

Note.— Where the term FATO is not used in the HFM, the

minimum landing/take-off area specified in the HFM for the

appropriate flight profile is used.

‗Tranche 1‘ 2009 Annex 14 Par 3.1.3 a

[No Change in ‗tranche 2‘]



FATO SIZE – PC1

3. Operating area considerations

3.1 FATO

For operations in performance Class 1, the dimensions of the

FATO should be at least equal to the dimensions specified in the

helicopter flight manual.

Note.— A FATO that is smaller than the dimensions specified in the

helicopter flight manual may be accepted if the helicopter is capable

of a hover out of ground effect with one engine inoperative (HOGE

OEI), and the conditions of 4.1 below can be met.

Justification: Annex 6 ‗Appendix to Attachment A: Example’



FATO SIZE – PC1

However a change of policy over the last few years by the major

airworthiness/certification authorities such as the Federal Aviation

Administration (FAA/USA), Transport Canada and European Aviation

Safety Agency (EASA), in the way that the Category A (Performance Class

1) Heliport/Helipad (landing area) requirements defined in the

Rotorcraft/Helicopter Flight Manual (R/HFM) are established means that

the procedures defined in Annex 14, Volume) are no longer appropriate and

could lead to an un-safe situation if interpreted in a certain manner.

IFHA has recommended that this aspect is re-examined within the ICAO

Heliport Design Working Group (HDWG), changes made to the design

requirement for Performance Class 1 heliports and/or discussion held with

the various airworthiness/certification authorities with a view to getting the

procedures used to establish the ‗Category A restricted heliport, helipad or

landing area helipad sizes‘ changed to the those originally used and defined

in FAA AC 29-2C Certification of Transport Category Rotorcraft.



‗Helipad size‘ values in the Rotorcraft/Helicopter Flight Manual (R/HFM) in the 1980s typically

gave values of 1.5D or more: i.e..

‗AS355F1 and AS355F2 (certificate in 1980 and 1987 respectively) was 2.51D.

‗Helipad sizes‘ have, relative to 1D, tended to decrease over the years so that the ‗helipad size‘ in

1990/2000 time frame was reduced to typically 1.3D/1.4D: i.e.

S-76 - 1.33D (1996) , B427- 1.41D (1999), EC135P2 - 1.23D (2002).

In some recently issue R/HFMs the ‗helipad size‘ quoted are in the order of 1D and in some cases

less than 1D! i.e.

Bell 429 (2002) – 0.99D, AgustaWestland 139 (2003)‘

―Clearly there is no way that the ‗helipad size‘ which encompasses the rotor system can be less than

say 1.25D and, in terms of ICAO Annex 14 Volume II, it would appear that the R/HFM value is

‗more like‘ the TLOF. One manufacturer confirmed this in 2000 when a similar issue was being

addressed in the USA. it is an area which encompasses (with an adequate safety margin) the

undercarriage and is not in any way related to area which can ‗contains‘ the rotor system.‖

HELIPORT - PC 1



Diagrammatic representation of procedure to determine ‗helipad size‘

of helipad based on the position of the rotors as outlined in AC 29-2C –

this is the assumption on which Annex 14 requirements are based.

HELIPORT - PC 1

Envelope of the ‗rotors‘

during OEI landings and

takeoffs.

‗Safety Area‘ added to ‗envelope’



Diagrammatic representation showing ‗areas‘ based on

the position of the rotors and the undercarriage.

HELIPORT - PC 1

Envelope of the ‗undercarriage‘

during OEI landings and takeoffs



Diagrammatic representation of the ‗helipad size‘ based on

the undercarriage and the rotors

HELIPORT - PC 1



HELICOPTER CLEARWAY

• 2004 Annex 14: Helicopter clearway. A defined area on the ground or water under the control of the appropriate authority, selected and/or prepared as a suitable area over which a performance Class 1 helicopter may accelerate and achieve a specific height

• ‗Tranche 1‘ Annex 14 :. Helicopter clearway. A defined area on above the ground or water, selected and/or prepared as a suitable area over which a helicopter operated in performance Class 1 may accelerate and achieve a specific height.

Définition retained for ‗tranche 2‘



HELICOPTER CLEARWAY

• 2004 Annex 14: Helicopter clearway. A defined area on the ground or water under the control of the appropriate authority, selected and/or prepared as a suitable area over which a performance Class 1 helicopter may accelerate and achieve a specific height

• ‗New‘ Tranche 1 Annex 14 :. Helicopter clearway. A defined area on above the ground or water, selected and/or prepared as a suitable area over which a helicopter operated in performance Class 1 may accelerate and achieve a specific height.

This was re-addressed as part of tranche 2 review

– some members felt it should also apply to PC2

and PC3 takeoffs but no changes proposed.



PC1 GROUND SPACE

RTOA length and Takeoff distance given in R/HFM – but normally

„width‟ of RTOA not quoted.

Free-field/Clear-area Cat A

FATO



PC1 GROUND SPACE

„Clearway‟

Area to be protected – not required to be load bearing

Free-field/Clear-area Cat A

FATO



„Clearway‟ Area to be

protected – not required to

be load bearing

Area defined in the H/RFM

PC1 GROUND SPACE

Restricted Area/Short-field Cat A



HELICOPTER CLEARWAY

2004 Annex 14

• 3.1.6 When it is necessary to provide a helicopter clearway, it shall be located beyond the upwind end of the rejected take-off area available.

‘New‘ Tranche 1 Annex 14

• 3.1.9 When a helicopter clearway is provided, it shall be located beyond the end of the rejected take-off area available within the FATO.

Proposed ‗Tranche 2‘ Annex 14

• 3.1.910 When a helicopter clearway is provided, it shall be located beyond the end of the rejected take-off area available FATO.



HELIPORTS INTENDED TO BE USED BY

HELICOPTERS OPERATED IN

PERFORMANCE CLASS 2 and 3



SURFACE-LEVEL (ICAO)

GROUND-LEVEL (US/FAA)

HELIPORTS

Annex 14 - PC2/PC3 [NOT case for helicopter with MTOM 3175 kg (7000 lb)]

FAA AC-2C – General Aviation (GA)



PC2/PC3

SURFACE LEVELHELIPORTS

LOAD BEARING AREA –SIZE

TLOF/HELICOPTER STAND – MARKING



TLOF

• TLOF/‗load bearing area‘ is the area in

which the wheels or skids are ―intended

to be contained‖

- TLOF in the FATO

- TLOF in a Stand



SIZE OF FATO

SIZE OF TLOF

TOUCHDOWN/POSITIONING

MARKING



SIZE OF FATO

SIZE OF TLOF

TOUCHDOWN/POSITIONING

MARKING APPLICABLE TO BOTH SURFACE (GROUND) LEVEL

AND ELEVATED HELIPORTS ..... AND HELIDECKS



Annex 14 - PC2/PC3

Note: Examples are based on PC2/PC3 Heliport

where in the ‗Tranche 1 Annex 14‘ the FATO is

1 D - for heliports designed for operations with

helicopter with MTOM 3175 kg (7000 lb) or

less, these are allowed under Annex 14 to have a

smaller FATO of 0.83 D.



Touchdown Marking

Annex 14 (2004)

5.2.8.2 A touchdown marking shall be located

so that when a helicopter for which the marking

is intended is positioned, with the main

undercarriage inside the marking and the pilot

situated over the marking, all parts of the

helicopter will be clear of any obstacle by a safe

margin.

ICAO Annex 14 Heliport Design Workshop

- HeliExpo 2007



S-76

0.5D Touchdown Circle

1 D FATO

Undercarriage

TLOF 1.5 UC

„Pilot‟ Position



EC 155



MD 500/520N

1 D FATO


Undercarriage

TLOF 1.5 UC „Pilot‟ Position



1 D FATO

Pilot Position


TLOF 1.5 UC

Undercarriage

Bell 427



EC 155


1 D FATO

Undercarriage

TLOF 1.5 UC




1 D FATO

Pilot Position


TLOF 1.5 UC

Undercarriage

Sikorsky S-92



S-61N

1 D FATO


Undercarriage



1D FATO 0.5D Touchdown Circle

AS 360 Dauphin

Rotor Disc

Center of

1D FATO



Undercarriage

1 D FATO

UH-70 / Blackhawk





EC 155



S-76 (Wheeled

Helicopter)



ICAO Annex 14 Heliport Design Workshop

- HeliExpo 2007

S-76 (Wheeled

Helicopter)



S-76 (Wheeled

Helicopter)



S-76 (Wheeled

Helicopter)

TLOF =

Approx 1 RD

i.e 0.83 D



TOUCHDOWN MARKING

• Analysis established that a ‗Touchdown

marking‘ consisting of a circle of

diameter of 0.5D centered on the FATO

or Stand, will satisfy the requirements for

unidirectional positioning to an

acceptable level of accuracy/safety.



S-76


1 D FATO


Undercarriage

TLOF 1.5 UC



S-76


1 D FATO

Undercarriage

Proposed TLOF 0.83D (1RD)




GROUND LEVEL HELIPORT

Performance Class 2 & 3

FATO 1D

TLOF 1.5 U/C

Safety Area 0.5 D

2004 Annex 14

Dynamic

Load-1D Major Study of TLOF

size requirements and

use of Touchdown

Marking by IFHA for

the Onshore Heliport

Sub-group: increase in

size agreed and

included in ‗tranche 1‘.



TLOF / FATO

‗Tranche 1‘ Annex 14

‗TLOF‘ INCREASED FROM 1.5 UC TO 0.83D (1RD)

‗FATO‘ DECREASED FROM 1.5D TO 1D

Note: NAME OF ‗TOUCHDOWN MARKING‘ CHANGED TO

‗TOUCHDOWN/POSITIONING MARKING’



Touchdown/Positioning Marking

‘Tranche 1‘ (2009) Annex 14

5.2.9.2 A Touchdown/Positioning Marking should be provided when it is necessary for a helicopter to touch down or be accurately placed by the pilot in a specific position

Proposed ‗tranche 2‘ Annex 14 [minor change]

5.2.10.23 A Touchdown/Positioning Marking shall be so located so that when the pilot‘s seat is over the marking, the whole of the undercarriage will be within the load bearing area TLOF or FATO/TLOF and all parts of the helicopter will be clear of any obstacle by a safe margin.

‗Tranche 2‘ Proposal: minor change



Perimeter markings and the ‗H‘ (heliport designation

marking) provides the pilot with visual cues on the

location of the heliport and information on the rate-of-

closure on approach etc., but does not provide

information on where to touchdown on the TLOF or

position the helicopter during maneuvers on the TLOF

or parking area. A Touchdown/Positioning (circle)

marking – TDPC marking – provides such information.

TPM markings are widely used by the offshore (oil)

industry on helidecks and on heliports in many nations.

It is being included in AC 150-5390-2B by the FAA




1D TLOF Arc of Tail

Rotor turning

about the rotor

hub

Helicopter parked

forward of center

Bell 427: Landing/Parked Forward of ‗H‘



S-76: Landing/Parked Forward of ‗H‘

‗Hover turning‘ about the rotor hub

Arc of Tail Rotor

turning about the

rotor hub



1D TLOF

Arc of Tail

Rotor Turning

about the Pilot

S-76: Landing/Parked Forward of ‗H‘

‗Hover turning‘

about the pilot



S-76:Arc of Tail Rotor

Turning about the Pilot

Arc of Tail

Rotor Turning

about the Pilot



S-76 Parked over TDP ‗circle‘ marking

1D/OL FATO



Arc of Tail Rotor

using TDP ‗circle‘

marking

1D/OL FATO




S-76: Arc of Tail Rotor using TDP ‗cicle‘

marking

1D/OL FATO



Arc of Tail

Rotor turning

about the rotor

hub




1D TLOF

Diameter 1D

Bell 427: Parked over TDP

‗circle‘ marking

Arc of Tail Rotor

using TDP

‗circle‘ marking



TD/P (Circle) marking 0.5OL (0.5D) inner diameter

[32.40 ft/9.88 m]

1D [64.80 ft/19.75 m]

Tail Wheel Position (arc): turning using

the ‘TD/P circle’

Main Rotor ‘Tip Path’

Tail Wheel Location

UH-60: Turning using the ‘TD/P circle’



1D [64.80 ft/19.75m]

Tail Wheel Position (arc):

turning around the rotor axis

Main Rotor ‘Tip Path’

Tail Wheel Location

UH-60: Turning about the rotor hub



A TDP marking provides the pilot with information on where

to position the helicopter and ensures:

(i) the rotor system, and in particular the tail rotor, is clear of

obstacles in the vicinity of the heliport/helideck or parking

area (helicopter stand),

(ii) the undercarriage is positioned within the load bearing

area (TLOF) or helicopter parking area by an adequate safe

margin, and

(iii) the rotor system and undercarriage are stay well with the

safety and load bearing area (TLOF) during air (hover)

turning maneuvers.











margin, and



turning maneuvers.

It is of major importance when the

helicopter using the heliport is of the

maximum size for which the heliport

was designed.











margin, and



turning maneuvers.




HELIDECK MARKING

Helideck prohibited landing sector markings

Prohibited landing sector markings, where deemed necessary, are applied to indicate a range of

helicopter headings that are not to be used by a helicopter when landing. This is to ensure that the

nose of the helicopter is kept clear of the hatched markings during the maneouvre to land.



SUMMARY

TLOF-FATO-Safety Area Sizes



PC2 and PC3 Surface Level Heliport

Annex 14

FATO – SLB -1D

TLOF

Dynamic Load

Bearing (DLB)

0.83D (1RD)

Safety Area – 0.5 D



SURFACE (GROUND) LEVEL HELIPORT

Performance 2 & 3

ICAO Annex 14

Static

Load

1D

Dynamic

Load

0.83 D FATO 1D

TLOF 0.83 D

Safety Area 0.5 D

FATO 1.5D

TLOF 1.5 U/C

Safety Area 0.25 D

2004 Annex 14

FATO

Static

Loading

Dynamic

Load



SURFACE (GROUND) LEVEL HELIPORT

Performance 2 & 3

ICAO Annex 14

Dynamic

Load

0.83 D FATO 1D

TLOF 0.83 D

Safety Area 0.585 D

FATO 1.5D

TLOF 1.5 U/C

Safety Area 0.25 D

Current ICAO Annex 14

FATO

Static

Loading

Dynamic

Load

Also FATO of 0.83 D

allowed for

Helicopters with MTOM of

3175 kg or less **

(i.e. FATO and TLOF same

size)

** Part 27 Helicopters

(3175 kg/7000 lbs or less)



Annex 14 – PC2 / PC 3

3.1.3 The dimensions of a FATO shall be

b) where intended to be used by helicopters operated in performance Class 2 and 3, of sufficient size and shape to contain an area within which can be drawn a circle of diameter not less than:

1) 1D of the largest helicopter when the MTOW of helicopters the FATO is intended to serve is more than 3175 kg,

2) 0.83 D of the largest helicopter when the MTOM of helicopters the FATO is intended to serve is 3175 kg or less.

FAR/JAR Part 27 mass (weight) limit: 3175 kg = 7000 lbs / 0.83 D = 1 RD

‗Tranche 1‘ (2009) Annex 14 Par 3.1.3



Annex 14 – 1D FATO + 0.83D TLOF Annex 14 – 0.83D FATO / TLOF (Helicopter less than 3175 kg/7000lbs)

2D

FATO/TLOF – DLB – 0.83D

Touchdown/Position Marking – 0.5D

FATO – SLB – 1D

SLB = Static Load Bearing: DLB = Dynamic Load Bearing

TLOF – DLB – 0.83D

Safety

Area

PC2/PC3 Surface Level Heliport



GROUND LEVEL HELIPORT GENERAL AVIATION/CLASS 2 & 3

FATO 1D

TLOF 0.83 D

Safety Area 0.5 D

FAA AC-2C Annex 14

FATO 1.5D

TLOF 1RD

Safety Area 1/3RD

Static

Load-1D

Dynamic

Load-1RD

Static

Load

1.5 D

Dynamic

Load

0.83 D




FATO 1D

TLOF 0.83 D

Safety Area 0.5 D

FAA AC-2C Annex 14

FATO 1.5D

TLOF 1RD

Safety Area 1/3RD

Static

Load-1D

Dynamic

Load-1RD

Static

Load

1.5 D

Dynamic

Load

0.83 D

FAA AC-2B ―More Demanding FATO size requirement‖




FATO 0.83D

TLOF 0.83 D

Safety Area 0.5 D

FAA AC-2C

ICAO Annex 14

3175 kg (7000 lb) or less

FATO 1.5D

TLOF 1RD

Safety Area 1/3RD

Dynamic

Load-1RD

Static

Load

1.5 D

Dynamic

Load

0.83 D

0.83D=1RD



GROUND LEVEL HELIPORT FAA PPR + Hospital Heliports/CLASS 2 & 3

FATO 0.83D

TLOF 0.83 D

Safety Area 0.5 D

FAA AC-2B ICAO Tranche 1 Annex 14

3175 kg (7000 lb) or less

FATO 1.5D

TLOF 1RD

Safety Area 1/3RD

Dynamic

Load-1RD

Dynamic

Load

0.83 D



ELEVATED HELIPORTS



TLOF

High level of turbulence

over TLOF ‗Clean‘ air flow

over TLOF

NO Airgap

TLOF on top of building

Airgap

TLOF above top of building

ELEVATED HELIPORTS - TURBULENCE




Elevated Heliport

3.2.11 Recommendation.— The FATO/TLOF should be located so as to minimize the

influence of the surrounding environment, including turbulence, which could have an

adverse impact on helicopter operations.

Note.— Specific guidance to determine if an air-gap under the heliport and/or

some other turbulence mitigating design measure is necessary is given in the Heliport

Manual (Doc 9261). If turbulence mitigating design measures are warranted but not

practical, operational limitations may need to be considered under certain wind

conditions.

Helideck

3.3.5 A helideck shall be arranged to ensure that a sufficient and unobstructed air-gap is

provided which encompasses the full dimensions of the FATO/TLOF.

Note.- Specific guidance on the characteristics of an air-gap is given in the Heliport

Manual (Doc 9261). As a general rule, except for shallow superstructures of three

stories or less, a sufficient air-gap will be at-least 3m.

ELEVATED HELIPORTS - TURBULENCE



New Term introduced in ‗tranche 2‘ .... FATO/TLOF

FATO/TLOF. A FATO and a TLOF which occupy the same

space and have the same load bearing characteristics, on an

elevated heliport, a helideck or a shipboard heliport.

Note: In this presentation some charts which refer to ‗elevated

heliports/helidecks‘ and hence the FATO/TLOF have been changed

…but not all.

.....

ELEVATED HELIPORTS



ICAO FATO/TLOF

ELEVATED FACILITIES

•ELEVATED HELIPORTS - PC 1:

• SIZE PRESCRIBED IN FLIGHT MANUAL *

• MINIMUM WIDTH 1D

[TYPICALLY VALUES FOR LENGTH: 1.1 D TO 2.6 D]

* Problem with R/HFM ‗Cat A Issue‘

[ HELIDECKS: 1 D]



ICAO FATO/TLOF

ELEVATED FACILITIES

•ELEVATED HELIPORTS - PC 1:

• SIZE PRESCRIBED IN FLIGHT MANUAL *

• MINIMUM WIDTH 1D

[TYPICALLY VALUES FOR LENGTH: 1.1 D TO 2.6 D]

• ELEVATED HELIPORT - PC 2/3 ** - 1D

- 0.83D less than 3175 kg (7000 lbs)

* Problem with R/HFM ‗Cat A Issue‘

** In 2004 Annex 14 – NO PC 3 ALLOWED: Annex 6 (2007) allowed PC 3

Heliports and ‗tranche 1‘ Annex 14 was updated to allow this.

[ HELIDECKS: 1 D]

AC-2C: Major Change

1D for Elevated GA and Hospital Heliports.



ELEVATED HELIPORTS

Annex 14 - PC2/PC3

FAA AC-2C – General Aviation (GA)



ELEVATED HELIPORT GENERAL AVIATION/PC2 & PC3

FATO/TLOF 1D

Safety Area 0.5 D

FAA AC-2C ICAO Annex 14

FATO 1.5D

TLOF 1RD

Safety Area 1/3RD

Dynamic

Load

Static

Load

1RD

1 D




ICAO Annex 14

FATO/TLOF 1D

Safety Area 0.5 D

FAA AC-2C

FATO 1.5D

TLOF 1D

Safety Area 1/3RD

Dynamic

Load-1D




ICAO Annex 14

FATO/TLOF 1D

Safety Area 0.5 D

FAA AC-2C

FATO 1.5D

TLOF 1D

Safety Area 1/3RD

Dynamic

Load-1D FATO of 0.83 D

allowed for

Helicopters with

MTOW of 3175 kg

(7000 lbs) or less



ELEVATED HELIPORT PPR

FATO/TLOF 0.83D

Safety Area 0.585 D

FAA AC-2 C PPR

ICAO Annex 14 for Helicopters with MTOW of 3175 kg (7000 lbs) or less

FATO 1.5D

TLOF 1RD

Safety Area 1/3RD

Dynamic

Load




ICAO Annex 14

FATO/TLOF 1D

Safety Area 0.5 D

FAA AC-2C

HOSPITAL HELIPORT

FATO 1.5D

TLOF 1D

Safety Area 1/3RD

Dynamic

Load-1D

AC-2C: Major Change - 1D Elevated Hospital Heliports



Annex 14 – 1D FATO / TLOF Annex 14 – 0.83D FATO / TLOF (Helicopter less than 3175 kg/7000lbs)

2D



FATO /TLOF– DLB – 1D

DLB = Dynamic Load Bearing

Safety

Area

PC2/PC3 Elevated Heliport



150° Sector

Centerline

‘obstacle

limitation

surfaces’

Touchdown/Positioning

Marking (circle)

Safety Net

(or Safety Shelf)

Annex 14 - 0.83D FATO / TLOF (Helicopter less than 3175 kg/7000lbs)

0.62D

0.5D

Annex 14

1D FATO / TLOF

0.83D

0.62D

0.83D 0.5D

HELIDECKS

1:2

0.05D



LONDON BATTERSEA HELIPORT

‗FAILS‘

‗2004 ICAO ANNEX 14

HELICOPTER TOO LARGE.

MEETS US/FAA AC-2B

REQUIREMENTS

W30: RD= 44 ft (13 m)

D=53ft (16 m)

Helipad: Width 53 ft (16 m)

Length 125 ft (38 m)

Based on 2004 Annex 14, R22

(RD - 26 ft/ 7.9 m: D – 29ft/ 8.8

m) would NOT be acceptable!

Just OK if safety area assume

not load bearing.



LONDON BATTERSEA HELIPORT

MEETS

‗Tranche 1‘ ANNEX 14

PC2 / PC3

REQUIREMENTS .

W30: RD= 44 ft (13 m)

D=53ft (16 m)

Helipad: Width 53 ft (16 m)

Length 125 ft (38 m)

.



Tranche 2 MAJOR Proposed Changes



ELEVATED HELIPORTS/HELIDECKS

Tranche 1 (2009) Annex 14

Final approach and take-off areas and

touchdown and lift-off areas

Note.— On elevated heliports it is presumed that the FATO and one TLOF will be coincidental.

3.2.2 An elevated heliport shall be provided with one FATO.

Touchdown and lift-off areas

3.2.14 One TLOF shall be coincidental with the FATO.

Note.— Additional TLOFs may be collocated with helicopter stands.

Proposed Tranche 2

Final approach and take-off areas and

touchdown and lift-off areas

Note.— On elevated heliports it is presumed that the FATO and one TLOF will be coincidental.

3.2.2 An elevated heliport shall be provided with at least one FATO/TLOF.

i.e. no separate TLOF requirements.

.



Tranche 1


3.1.13 At least one TLOF shall be provided at a heliport.

Note 1.— The TLOF may or may not be located within the FATO

.

Note 2.— Additional TLOFs may be collocated with helicopter stands

Tranche 2



3.1.15 One TLOF shall be located within the FATO or one or more TLOFs shall be

collocated with helicopter stands. For runway-type FATOs, additional TLOFs located

in the FATO are acceptable. For further guidance see Heliport Manual (Doc 9261).

Surface (Ground) Level Heliport



Safety

Area

FATO

TLOF/Central Zone

HELIPORT TERMINLOGY




Protection Area

Helicopter Stand

OR



Safety

Area

FATO

TLOF/Central Zone

HELIPORT TERMINLOGY




Protection Area

Helicopter Stand

OR

‗Tranche 2‘:Touchdown and lift-off areas


3.1.15 One TLOF shall be located within the FATO or one or

more TLOFs shall be collocated with helicopter stands. For runway-type

FATOs, additional TLOFs located in the FATO are acceptable. For further

guidance see Heliport Manual (Doc 9261).

Note each ‗remote TLOF‘ must collocated in a separate ‗HELICOPTER

STANDS‘ .



SAFETY AREA



SAFETY ZONE/AREAS

• ICAO CURRENT ANNEX 14 – 0.25 D (1/4 OL) OR 3m (10ft)

• FAA AC-2B: These depend to some extent on the Heliport type and whether or not the 1 RD ‗TLOF is marked‘.

i.e.. TLOF Marked: Private Use/PPR 1/3 RD or 10 ft. (3 m)

Hospital 1/3 RD or 10 ft. (3 m)

General Aviation 1/3 RD or 20 ft. (6 m)

Transport Min 30 ft. ( 9 m)

TLOF NOT Marked: ALL 1/2 OL (1/2D) or

20 ft /30 ft (6 m/9m)

(NOTE: TLOF must be marked on Transport Heliport)

NOTE: 1/3 RD is approximately the same dimension as 0.25 D. Thus ‗safety area‘ is effectively the same for both current Annex 14 and ‗FAA‘ when the TLOF is marked. The ICAO requirements assume that the helicopter does not land/park near the edge of the FATO. The FAA requirements assume the helicopter lands in the TLOF if it is marked.



SAFETY AREAS

FATO 1D

Safety Area 0.5 D

2004 Annex 14 ICAO ‗Tranche 1‘ Annex 14

FATO 1.5D

Safety Area 0.25D

OVERALL AREA – 2D [UNCHANGED]



SAFETY AREAS

FATO 1D

Safety Area 0.5 D

FAA AC-2C ICAO ‗Tranche 1‘ Annex 14]

TLOF 1D (or 1RD)

Safety Area (1/3RD +

Area Provided by FATO)



SAFETY AREA

2004 Annex 14

FATO – 1.5 D

TLOF – 1.5 UC

Safety

Area

0.25 D

(approx

1/3 RD)



SAFETY AREA


FATO – 1D

TLOF –0.83 D (1RD)

Safety

Area

0.5 D

Total Area – Min 2D



PC 1: Safety Area at least 3 m or 0.25 D, and:- PC2/PC3: Safety Area at least 3 m or 0.5 D, and:-

a) each external side of the safety area shall be at least 2 D

where the FATO is quadrilateral; or

b) the outer diameter of the safety area shall be at least 2 D where the FATO is circular.

Safety Area increased if FATO is less than 1 D

so minimum total area is 2 D

Safety Area –– ‗Tranche 1‘



Annex 14 – 0.83D FATO / TLOF (Helicopter less than 3175 kg/7000lbs)

2D



DLB = Dynamic Load Bearing

Safety

Area

PC2/PC3 Surface Level Heliport

3.1.20 [Surface-level Heliport]

a) each external side of the safety area shall be at least 2 D where the FATO is quadrilateral; or


Same for Elevated Heliport – 3.2.20

Safety Area increased if FATO

is less than 1 D so total area is a minimum of 2 D



FATO – LBA – 2D Safety

Area -

0.25D FATO – LBA – 2D

Safety Areas – ‗Tranche 1

PC1 Heliport

PC2/PC3 Heliport

Safety

Area -

0.5D



Safety

Area -


Safety Areas – ‗Tranche 2‘ Proposal

PC1 Heliport PC2/PC3 Heliport

Safety

Area -


Tranche 2: Text changed to make PC1 Heliport

requirements to apply to PC2/PC3 Heliports



SAFETY AREAS


Safety areas

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

3.1.22 A safety area surrounding a FATO intended to be used by helicopters operated in

performance class 1 in visual meteorological conditions (VMC) shall extend outwards from the periphery of the

FATO for a distance of at least 3 m or 0.25 D, whichever is greater, of the largest helicopter the FATO is

intended to serve and:

a) each external side of the safety area shall be at least 2 D where the FATO is quadrilateral; or


(See Figure 3-1.)

3.1.21 A safety area surrounding a FATO intended to be used by helicopters operated in performance

class 2 or 3 in visual meteorological conditions (VMC) shall extend outwards from the periphery of the FATO for a

distance of at least 3 m or 0.5 D, whichever is greater, of the largest helicopter the FATO is intended to serve and:

a) each external side of the safety area shall be at least 2 D where the FATO is quadrilateral;

or b) the outer diameter of the safety area shall be at least 2 D where the FATO is circular.



ISSUES STILL TO BE ADDRESSED

…. WILL BE STUDIED WHEN DEVELOPING

HELIPORT MANUAL???



PC2/PC3 – ―ISSUE‖

SUGGESTION by one HDWG member:

Helicopter clearway. A defined area on the ground or water, selected and/or prepared as a suitable area over which a helicopter may accelerate and achieve a specific height.

[i.e. proposal that reference to PC1 in definition in

‗tranche 1Annex 14‘ is removed so it applies to all operations.]

Takeoff

Profile

35 ft / 10.7 m **

Area required in order of 200 m / 670 ft

** NOT defined in Annex 14 or ‘New’ Annex 14



PC2/PC3 – ―ACCELERATION DISTANCE‖

TOPIC CURRENTLY ADDRESSED IN ICAO HELIPORT MANUAL NOT ANNEX 14 - ISSUE RELATED TO TAKEOFF PERFORMANCE, APPLICATION OF H-V CURVES ETC.

ICAO HELIPORT MANUAL STATES –

•1.2.1.7 …. , a FATO of greater size than the statutory minimum dimensions should be provided, over which the helicopter can accelerate safely to its climbing speed before leaving the ground effect.

•1.2.1.9 Helicopter flight manuals contain performance graphs which indicate combinations of forward speed and height above ground in which flight should be avoided since, in the event of engine failure, … Therefore, to provide the helicopter with an area over which it can safely accelerate to avoid these unsafe combinations, it may be prudent to provide the sizes of FATO suggested in Table 1-1 ….



PC2 / PC3 – FATO Length?

• Required most nations in Europe for PC2 and PC3 ‗public transport‘ heliports.

• Not required in US (FAA) but 280 ft/85 m ‗protection zone‘ is applied

• Not required in Canada (Transport Canada)

• Technically requirement has some merit but there is a need to find way for States to

be flexible in addressing such a requirement!

• Not supported by HAI for PC2 or PC3 heliports

• Supported by EHA

Takeoff

Profile

35 ft / 10.7 m

Area required in order of 200 m / 670 ft

AC-2B Protection Zone



ANNEX 6 ISSUE

Annex 6 - Attachment A 2.3.2 Operations in Performance Class 2 should only be

conducted with a safe-force-landing capability during take-off and landing.

This recommendation, in the new Attachment to Annex 6,

is considered by some HDWG members to be a requirement that means that a safe-force-landing area must be provided within the vicinity of the heliport !! This would require in the order of 300 m/1000 ft ‗protection zone‘ i.e. distance to the DPATO.

No agreed IFHA position – concept not supported by HAI



End of this section ….

…… MORE TO COME


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