2.1.5_Even with weather conditions reported at or
above landing minima, some combinations of
reduced cockpit cutoff angle, minimal approach/runway lighting, and high MDA/DH coupled with a low
visibility minima, the pilot may not be able to identify
the required visual reference(s) during the approach,
or those references may only be visible in a very small
portion of the pilot’s available field of view. Even if
identified by the pilot, these visual references may not
support normal maneuvering and normal rates of
descent to landing. The effect of such a combination
may be exacerbated by other conditions such as rain
on the windshield, or incomplete windshield
defogging coverage.
2.1.6_Pilots are cautioned to be prepared to execute
a missed approach even though weather conditions
may be reported at or above landing minima.
NOTE-
See Section ENR 1.5, paragraph 26, Missed Approach, for
additional information on missed approach procedures.
AIP ENR 6.1-5
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
3. Helicopter Approach Procedures to VFR
Heliports
3.1_Helicopter approaches may be developed for
heliports that do not meet the design standards for an
IFR heliport. The majority of IFR approaches to VFR
heliports are developed in support of helicopter
emergency medical services (HEMS) operators.
These approaches can be developed from conventional NAVAIDs or a RNAV system (including GPS).
They are developed either as a Special Approach
(pilot training is required for special procedures due
to their unique characteristics) or a public approach
(no special training required). These instrument
procedures are developed as either an approach
designed to a specific landing site, or an approach
designed to a point-in-space.
3.1.1_Approach to a specific landing site. The
approach is aligned to a missed approach point from
which a landing can be accomplished with a
maximum course change of 30 degrees. The visual
segment from the MAP to the landing site is evaluated
for obstacle hazards. These procedures are annotated:
_PROCEED VISUALLY FROM (NAMED MAP)
OR CONDUCT THE SPECIFIED MISSED
APPROACH."
3.1.1.1_This phrase requires the pilot to either
acquire and maintain visual contact with the landing
site at or prior to the MAP, or execute a missed
approach. The visibility minimum is based on the
distance from the MAP to the landing site, among
other factors.
3.1.1.2_The pilot is required to maintain the
published minimum visibility throughout the visual
segment.
3.1.1.3_Similar to an approach to a runway, the
missed approach segment protection is not provided
between the MAP and the landing site, and obstacle
or terrain avoidance from the MAP to the landing site
is the responsibility of the pilot.
3.1.1.4_Upon reaching the MAP defined on the
approach procedure, or as soon as practicable after
reaching the MAP, the pilot advises ATC whether
proceeding visually and canceling IFR or complying
with the missed approach instructions. See
Section_ENR 1.10, paragraph_11.2, Canceling IFR
Flight Plan.
3.1.2_Approach to a Point-in-Space (PinS). At
locations where the MAP is located more than 2 SM
from the landing site, or the path from the MAP to the
landing site is populated with obstructions which
require avoidance actions or requires turns greater
than 30 degrees, a PinS procedure may be developed.
These approaches are annotated _PROCEED VFR
FROM (NAMED MAP) OR CONDUCT THE
SPECIFIED MISSED APPROACH."
3.1.2.1_These procedures require the pilot, at or prior
to the MAP, to determine if the published minimum
visibility, or the weather minimums required by the
operating rule, or operations specifications (whichever is higher) is available to safely transition from
IFR to VFR flight. If not, the pilot must execute a
missed approach. For Part 135 operations, pilots may
not begin the instrument approach unless the latest
weather report indicates that the weather conditions
are at or above the authorized IFR minimums or the
VFR weather minimums (as required by the class of
airspace, operating rule and/or Operations Specifications) whichever is higher.
3.1.2.2_Visual contact with the landing site is not
required; however, the pilot must maintain the
appropriate VFR weather minimums throughout the
visual segment. The visibility is limited to no lower
than that published in the procedure, until canceling
IFR.
3.1.2.3_IFR obstruction clearance areas are not
applied to the VFR segment between the MAP and
the landing site. Obstacle or terrain avoidance from
the MAP to the landing site is the responsibility of the
pilot.
3.1.2.4_Upon reaching the MAP defined on the
approach procedure, or as soon as practicable after
reaching the MAP, the pilot advises ATC whether
proceeding VFR and canceling IFR, or complying
with the missed approach instructions. See
Section_ENR 1.10, paragraph_11.2, Canceling IFR
Flight Plan.
3.1.2.5_If the visual segment penetrates Class B, C,
or D airspace, pilots are responsible for obtaining a
Special VFR clearance, when required.
AIP ENR 6.1-6
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
4. The Gulf of Mexico Grid System
4.1_On October 8, 1998, the Southwest Region of the
FAA, with assistance from the Helicopter Safety
Advisory Conference (HSAC), implemented the
world’s first Instrument Flight Rules (IFR) Grid
System in the Gulf of Mexico. This navigational route
structure is completely independent of ground-based
navigation aids (NAVAIDs) and was designed to
facilitate helicopter IFR operations to offshore
destinations. The Grid System is defined by over
300_offshore waypoints located 20 minutes apart
(latitude and longitude). Flight plan routes are
routinely defined by just 4 segments; departure point
(lat/long), first en route grid waypoint, last en route
grid waypoint prior to approach procedure, and
destination point (lat/long). There are over
4,000_possible offshore landing sites. Upon reaching
the waypoint prior to the destination, the pilot may
execute an Offshore Standard Approach Procedure
(OSAP), a Helicopter En Route Descent Areas
(HEDA) approach, or an Airborne Radar Approach
(ARA). For more information on these helicopter
instrument procedures, refer to FAA AC 90-80B,
Approval of Offshore Standard Approach Procedures, Airborne Radar Approaches, and Helicopter
En Route Descent Areas, on the FAA web site
http://www.faa.gov under Advisory Circulars. The
return flight plan is just the reverse with the requested
stand-alone GPS approach contained in the remarks
section.
4.2_The large number (over 300) of waypoints in the
grid system makes it difficult to assign phonetically
pronounceable names to the waypoints that would be
meaningful to pilots and controllers. A unique
naming system was adopted that enables pilots and
controllers to derive the fix position from the name.
The five-letter names are derived as follows:
4.2.1_The waypoints are divided into sets of 3
columns each. A three-letter identifier, identifying a
geographical area or a NAVAID to the north,
represents each set.
4.2.2_Each column in a set is named after its position,
i.e., left (L), center (C), and right (R).
4.2.3_The rows of the grid are named alphabetically
from north to south, starting with A for the northern
most row.
EXAMPLE-
LCHRC would be pronounced _Lake Charles Romeo
Charlie." The waypoint is in the right-hand column of the
Lake Charles VOR set, in row C (third south from the
northern most row).
4.3_Since the grid system’s implementation, IFR
delays (frequently over 1 hour in length) for
operations in this environment have been effectively
eliminated. The comfort level of the pilots, knowing
that they will be given a clearance quickly, plus the
mileage savings in this near free-flight environment,
is allowing the operators to carry less fuel. Less fuel
means they can transport additional passengers,
which is a substantial fiscal and operational benefit,
considering the limited seating on board helicopters.
4.4_There are 3 requirements for operators to meet
before filing IFR flight plans utilizing the grid:
4.4.1_The helicopter must be IFR certified and
equipped with IFR certified TSO-C-129 GPS
navigational units.
4.4.2_The operator must obtain prior written
approval from the appropriate Flight Standards
District Office through a Certificate of Authorization
or revision to their Operations Specifications, as
appropriate.
4.4.3_The operator must be a signatory to the
Houston ARTCC Letter of Agreement.
4.5_FAA/NACO publishes the grid system waypoints on the IFR Gulf of Mexico Vertical Flight
Reference Chart. A commercial equivalent is also
available. The chart is updated annually and is
available from a FAA chart agent or FAA directly,
website address: http://naco.faa.gov.
AIP ENR 6.2-1
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
ENR 6.2 Special Operations
1. Offshore Helicopter Operations
1.1_Introduction
1.1.1_The offshore environment offers unique
applications and challenges for helicopter pilots. The
mission demands, the nature of oil and gas
exploration and production facilities, and the flight
environment (weather, terrain, obstacles, traffic),
demand special practices, techniques and procedures
not found in other flight operations. Several industry
organizations have risen to the task of reducing risks
in offshore operations, including the Helicopter
Safety Advisory Conference (HSAC)
(http://www.hsac.org), and the Offshore Committee
of the Helicopter Association International (HAI)
(http://www.rotor.com). The following recommended practices for offshore helicopter operations
are based on guidance developed by HSAC for use in
the Gulf of Mexico, and provided here with their
permission. While not regulatory, these recommended practices provide aviation and oil and gas
industry operators with useful information in
developing procedures to avoid certain hazards of
offshore helicopter operations.
NOTE-
Like all aviation practices, these recommended practices
are under constant review. Any questions or feedback
concerning these recommended procedures may be
directed to the HSAC through the feedback feature of the
HSAC web site (http://www.hsac.org).
1.2_Passenger Management on and about
Heliport Facilities
1.2.1_Background._Several incidents involving
offshore helicopter passengers have highlighted the
potential for incidents and accidents on and about the
heliport area. The following practices will minimize
risks to passengers and others involved in heliport
operations.
1.2.2_Recommended Practices
1.2.2.1_Heliport facilities should have a designated
and posted passenger waiting area which is clear of
the heliport, heliport access points, and stairways.
1.2.2.2_Arriving passengers and cargo should be
unloaded and cleared from the heliport and access
route prior to loading departing passengers and cargo.
1.2.2.3_Where a flight crew consists of more than one
pilot, one crewmember should supervise the
unloading/loading process from outside the aircraft.
1.2.2.4_Where practical, a designated facility
employee should assist with loading/unloading, etc.
1.3_Crane-Helicopter Operational Procedures
1.3.1_Background._Historical experience has
shown that catastrophic consequences can occur
when industry safe practices for crane/helicopter
operations are not observed. The following recommended practices are designed to minimize risks
during crane and helicopter operations.
1.3.2_Recommended Practices
1.3.2.1_Personnel awareness
a)_Crane operators and pilots should develop a
mutual understanding and respect of the others’
operational limitations and cooperate in the spirit of
safety;
b)_Pilots need to be aware that crane operators
sometimes cannot release the load to cradle the crane
boom, such as when attached to wire line lubricators
or supporting diving bells; and
c)_Crane operators need to be aware that
helicopters require warm up before takeoff, a
two-minute cool down before shutdown, and cannot
circle for extended lengths of time because of fuel
consumption.
1.3.2.2_It is recommended that when helicopters are
approaching, maneuvering, taking off, or running on
the heliport, cranes be shutdown and the operator
leave the cab. Cranes not in use shall have their booms
cradled, if feasible. If in use, the crane’s boom(s) are
to be pointed away from the heliport and the crane
shutdown for helicopter operations.
1.3.2.3_Pilots will not approach, land on, takeoff, or
have rotor blades turning on heliports of structures
not complying with the above practice.
AIP ENR 6.2-2
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
1.3.2.4_It is recommended that cranes on offshore
platforms, rigs, vessels, or any other facility, which
could interfere with helicopter operations (including
approach/departure paths):
a)_Be equipped with a red rotating beacon or red
high intensity strobe light connected to the system
powering the crane, indicating the crane is under
power;
b)_Be designed to allow the operator a maximum
view of the helideck area and should be equipped with
wide-angle mirrors to eliminate blind spots; and
c)_Have their boom tips, headache balls, and hooks
painted with high visibility international orange.
1.4_Helicopter/Tanker Operations
1.4.1_Background._The interface of helicopters and
tankers during shipboard helicopter operations is
complex and may be hazardous unless appropriate
procedures are coordinated among all parties. The
following recommended practices are designed to
minimize risks during helicopter/tanker operations.
1.4.2_Recommended Practices
1.4.2.6_Management, flight operations personnel,
and pilots should be familiar with and apply the
operating safety standards set forth in _Guide to
Helicopter/Ship Operations", International Chamber
of Shipping, Third Edition, 5-89 (as amended),
establishing operational guidelines/standards and
safe practices sufficient to safeguard helicopter/tanker operations.
1.4.2.7_Appropriate plans, approvals, and communications must be accomplished prior to reaching the
vessel, allowing tanker crews sufficient time to
perform required safety preparations and position
crew members to receive or dispatch a helicopter
safely.
1.4.2.8_Appropriate approvals and direct communications with the bridge of the tanker must be
maintained throughout all helicopter/tanker operations.
1.4.2.9_Helicopter/tanker operations, including
landings/departures, shall not be conducted until the
helicopter pilot-in-command has received and
acknowledged permission from the bridge of the
tanker.
1.4.2.10_Helicopter/tanker operations shall not be
conducted during product/cargo transfer.
1.4.2.11_Generally, permission will not be granted to
land on tankers during mooring operations or while
maneuvering alongside another tanker.
1.5_Helideck/Heliport Operational Hazard
Warning(s) Procedures
1.5.1_Background
1.5.1.1_A number of operational hazards can develop
on or near offshore helidecks or onshore heliports that
can be minimized through procedures for proper
notification or visual warning to pilots. Examples of
hazards include but are not limited to:
a)_Perforating operations:_subparagraph_1.6.
b)_H2S gas presence:_subparagraph 1.7.
c)_Gas venting:_subparagraph 1.8; or,
d)_Closed helidecks or heliports:_subparagraph_1.9 (unspecified cause).
1.5.1.2_These and other operational hazards are
currently minimized through timely dissemination of
a written Notice to Airmen (NOTAM) for pilots by
helicopter companies and operators. A NOTAM
provides a written description of the hazard, time and
duration of occurrence, and other pertinent information. ANY POTENTIAL HAZARD should be
communicated to helicopter operators or company
aviation departments as early as possible to allow the
NOTAM to be activated.
1.5.1.3_To supplement the existing NOTAM procedure and further assist in reducing these hazards, a
standardized visual signal(s) on the helideck/heliport
will provide a positive indication to an approaching
helicopter of the status of the landing area.
Recommended Practice(s) have been developed to
reinforce the NOTAM procedures and standardize
visual signals.
AIP ENR 6.2-3
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
1.6_Drilling Rig Perforating Operations:
Helideck/Heliport Operational Hazard
Warning(s)/Procedure(s)
1.6.1_Background._A critical step in the oil well
completion process is perforation, which involves the
use of explosive charges in the drill pipe to open the
pipe to oil or gas deposits. Explosive charges used in
conjunction with perforation operations offshore can
potentially be prematurely detonated by radio
transmissions, including those from helicopters. The
following practices are recommended.
1.6.2_Recommended Practices
1.6.2.1_Personnel Conducting Perforating
Operations._Whenever perforating operations are
scheduled and operators are concerned that radio
transmissions from helicopters in the vicinity may
jeopardize the operation, personnel conducting
perforating operations should take the following
precautionary measures:
a)_Notify company aviation departments, helicopter operators or bases, and nearby manned platforms
of the pending perforation operation so the Notice to
Airmen (NOTAM) system can be activated for the
perforation operation and the temporary helideck
closure.
b)_Close the deck and make the radio warning
clearly visible to passing pilots, install a temporary
marking (described in subparagraph_1.9.1.2 with the
words _NO RADIO" stenciled in red on the legs of
the diagonals. The letters should be 24 inches high
and 12 inches wide. (See FIG ENR 6.2-1.)
c)_The marker should be installed during the time
that charges may be affected by radio transmissions.
1.6.2.2_Pilots
a)_Pilots when operating within 1,000 feet of a
known perforation operation or observing the white
X with red _NO RADIO" warning indicating
perforation operations are underway will avoid radio
transmissions from or near the helideck (within
1,000_feet) and will not land on the deck if the X is
present. In addition to communications radios, radio
transmissions are also emitted by aircraft radar,
transponders, radar altimeters, and DME equipment,
and ELTs.
b)_Whenever possible, make radio calls to the
platform being approached or to the Flight Following
Communications Center at least one mile out on
approach. Ensure all communications are complete
outside the 1,000 foot hazard distance. If no response
is received, or if the platform is not radio equipped,
further radio transmissions should not be made until
visual contact with the deck indicates it is open for
operation (no white _X").
FIG ENR 6.2-1
Closed Helideck Marking - No Radio
AIP ENR 6.2-4
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
1.7_Hydrogen Sulfide Gas Helideck/Heliport
Operational Hazard Warning(s)/Procedures
1.7.1_Background._Hydrogen sulfide (H2S) gas:
Hydrogen sulfide gas in higher concentrations
(300-500 ppm) can cause loss of consciousness
within a few seconds and presents a hazard to pilots
on/near offshore helidecks. When operating in
offshore areas that have been identified to have
concentrations of hydrogen sulfide gas, the following
practices are recommended.
1.7.2_Recommended Practices
1.7.2.1_Pilots
a)_Ensure approved protective air packs are
available for emergency use by the crew on the
helicopter.
b)_If shutdown on a helideck, request the
supervisor in charge provide a briefing on location of
protective equipment and safety procedures.
c)_If while flying near a helideck and the visual red
beacon alarm is observed or an unusually strong odor
of _rotten eggs" is detected, immediately don the
protective air pack, exit to an area upwind, and notify
the suspected source field of the hazard.
1.7.2.2_Oil Field Supervisors
a)_If presence of hydrogen sulfide is detected, a red
rotating beacon or red high intensity strobe light
adjacent to the primary helideck stairwell or wind
indicator on the structure should be turned on to
provide visual warning of hazard. If the beacon is to
be located near the stairwell, the State of Louisiana
_Offshore Heliport Design Guide" and FAA
Advisory Circular AC 150/5390-2A, _Heliport
Design Guide," should be reviewed to ensure proper
clearance on the helideck.
b)_Notify nearby helicopter operators and bases of
the hazard and advise when hazard is cleared.
c)_Provide a safety briefing to include location of
protective equipment to all arriving personnel.
d)_Wind socks or indicator should be clearly
visible to provide upwind indication for the pilot.
1.8_Gas Venting Helideck/Heliport Operational
Hazard Warning(s)/Procedures - Operations
Near Gas Vent Booms
1.8.1_Background._Ignited flare booms can release
a large volume of natural gas and create a hot fire and
intense heat with little time for the pilot to react.
Likewise, unignited gas vents can release reasonably
large volumes of methane gas under certain
conditions. Thus, operations conducted very near
unignited gas vents require precautions to prevent
inadvertent ingestion of combustible gases by the
helicopter engine(s). The following practices are
recommended.
1.8.2_Pilots
1.8.2.1_Gas will drift upwards and downwind of the
vent. Plan the approach and takeoff to observe and
avoid the area downwind of the vent, remaining as far
away as practicable from the open end of the vent
boom.
1.8.2.2_Do not attempt to start or land on an offshore
helideck when the deck is downwind of a gas vent
unless properly trained personnel verify conditions
are safe.
1.8.3_Oil Field Supervisors
1.8.3.1_During venting of large amounts of unignited
raw gas, a red rotating beacon or red high intensity
strobe light adjacent to the primary helideck stairwell
or wind indicator should be turned on to provide
visible warning of hazard. If the beacon is to be
located near the stairwell, the State of Louisiana
_Offshore Heliport Design Guide" and FAA
Advisory Circular AC 150/ 5390-2A, Heliport
Design Guide, should be reviewed to ensure proper
clearance from the helideck.
1.8.3.2_Notify nearby helicopter operators and bases
of the hazard for planned operations.
1.8.3.3_Wind socks or indicator should be clearly
visible to provide upward indication for the pilot.
1.9_Helideck/Heliport Operational Warning(s)/
Procedure(s) - Closed Helidecks or Heliports
1.9.1_Background._A white _X" marked diagonally from corner to corner across a helideck or heliport
touchdown area is the universally accepted visual
indicator that the landing area is closed for safety of
other reasons and that helicopter operations are not
permitted. The following practices are recommended.
AIP ENR 6.2-5
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
1.9.1.1_Permanent Closing._If a helideck or
heliport is to be permanently closed, X diagonals of
the same size and location as indicated above should
be used, but the markings should be painted on the
landing area.
NOTE-
White Decks: If a helideck is painted white, then
international orange or yellow markings can be used for
the temporary or permanent diagonals.
1.9.1.2_Temporary Closing._A temporary marker
can be used for hazards of an interim nature. This
marker could be made from vinyl or other durable
material in the shape of a diagonal _X." The marker
should be white with legs at least 20 feet long and
3_feet in width. This marker is designed to be quickly
secured and removed from the deck using grommets
and rope ties. The duration, time, location, and nature
of these temporary closings should be provided to and
coordinated with company aviation departments,
nearby helicopter bases, and helicopter operators
supporting the area. These markers MUST be
removed when the hazard no longer exists. (See
FIG ENR 6.2-2.)
1.10_Offshore (VFR) Operating Altitudes for
Helicopters
1.10.1_Background._Mid-air collisions constitute a
significant percentage of total fatal offshore helicopter accidents. A method of reducing this risk is the use
of coordinated VFR cruising altitudes. To enhance
safety through standardized vertical separation of
helicopters when flying in the offshore environment,
it is recommended that helicopter operators flying in
a particular area establish a cooperatively developed
Standard Operating Procedure (SOP) for VFR operating altitudes. An example of such an SOP is
contained in this example.
1.10.2_Recommended Practice Example
1.10.2.1_Field Operations._Without compromising
minimum safe operating altitudes, helicopters working within an offshore field _constituting a cluster"
should use altitudes not to exceed 500 feet.
1.10.2.2_En Route Operations
a)_Helicopters operating below 750’ AGL should
avoid transitioning through offshore fields.
b)_Helicopters en route to and from offshore
locations, below 3,000 feet, weather permitting,
should use en route altitudes as outlined in
TBL ENR 6.2-1.
TBL ENR 6.2-1
Magnetic Heading Altitude
0_ to 179_ 750’
1750’
2750’
180_ 359_ 1250’
2250’
c)_Area Agreements._See HSAC Area Agreement Maps for operating procedures for onshore high
density traffic locations.
NOTE-
Pilots of helicopters operating VFR above 3,000 feet above
the surface should refer to the current Federal Aviation
Regulations (14 CFR Part 91), and Section_ENR 1.4,
Paragraph_1.7, Basic VFR Weather Minimums, of the AIP.
FIG ENR 6.2-2
Closed Helideck Marking
AIP ENR 6.2-6
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
d)_Landing Lights._Aircraft landing lights
should be on to enhance aircraft identification:
1)_During takeoff and landings;
2)_In congested helicopter or fixed wing traffic
areas;
3)_During reduced visibility; or,
4)_Anytime safety could be enhanced.
1.11_Offshore Helidecks/Landing
Communications
1.11.1_Background._To enhance safety, and provide appropriate time to prepare for helicopter
operations, the following is recommended when
anticipating a landing on an offshore helideck.
1.11.2_Recommended Practices
1.11.2.1_Before landing on an offshore helideck,
pilots are encouraged to establish communications
with the company owning or operating the helideck
if frequencies exist for that purpose.
1.11.2.2_When impracticable, or if frequencies do
not exist, pilots or operations personnel should
attempt to contact the company owning or operating
the helideck by telephone. Contact should be made
before the pilot departs home base/point of departure
to advise of intentions and obtain landing permission
if necessary.
NOTE-
It is recommended that communications be established a
minimum of 10 minutes prior to planned arrival time. This
practice may be a requirement of some offshore
owner/operators.
NOTE-
1._See subparagraph 1.4 for Tanker Operations.
2._Private use Heliport. Offshore heliports are privately
owned/operated facilities and their use is limited to
persons having prior authorization to utilize the facility.
1.12_Two (2) Helicopter Operations on Offshore
Helidecks
1.12.1_Background._Standardized procedures can
enhance the safety of operating a second helicopter
on an offshore helideck, enabling pilots to
determine/maintain minimum operational parameters. Orientation of the parked helicopter on the
helideck, wind and other factors may prohibit
multi-helicopter operations. More conservative
Rotor Diameter (RD) clearances may be required
under differing condition, i.e. temperature, wet deck,
wind (velocity/direction/gusts), obstacles, approach/
departure angles, etc. Operations are at the pilot’s
discretion.
1.12.2_Recommended Practice._Helideck size,
structural weight capability, and type of main rotor on
the parked and operating helicopter will aid in
determining accessibility by a second helicopter.
Pilots should determine that multi-helicopter deck
operations are permitted by the helideck
owner/operator.
1.12.3_Recommended Criteria
1.12.3.1_Minimum one-third rotor diameter
clearance (
1
/3 RD)._The landing helicopter maintains a minimum 1
/3 RD clearance between the tips of
its turning rotor and the closest part of a parked and
secured helicopter (rotors stopped and tied down).
1.12.3.2_Three foot parking distance from deck
edge (3’)._Helicopters operating on an offshore
helideck land or park the helicopter with a skid/wheel
assembly no closer than 3 feet from helideck edge.
1.12.3.3_Tiedowns._Main rotors on all helicopters
that are shut down be properly secured (tied down) to
prevent the rotor blades from turning.
1.12.3.4_Medium (transport) and larger helicopters
should not land on any offshore helideck where a light
helicopter is parked unless the light helicopter is
property secured to the helideck and has main rotor
tied down.
1.12.3.5_Helideck owners/operators should ensure
that the helideck has a serviceable anti-skid surface.
1.12.4_Weight and limitations markings on
helideck._The helideck weight limitations should be
displayed by markings visible to the pilot (see State
of Louisiana _Offshore Heliport Design Guide" and
FAA Advisory Circular AC 150/ 5390-2A, Heliport
Design Guide).
NOTE-
Some offshore helideck owners/operators have restrictions
on the number of helicopters allowed on a helideck. When
helideck size permits, multiple (more than two) helicopter
operations are permitted by some operators.
AIP ENR 6.2-7
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
1.13_Helicopter Rapid Refueling Procedures
(HRR)
1.13.1_Background._Helicopter Rapid Refueling
(HRR), engine(s)/rotors operating, can be conducted
safely when utilizing trained personnel and observing
safe practices. This recommended practice provides
minimum guidance for HRR as outlined in National
Fire Protection Association (NFPA) and industry
practices. For detailed guidance, please refer to
National Fire Protection Association (NFPA) Document 407, _Standard for Aircraft Fuel Servicing,"
1990 edition, including 1993 HRR Amendment.
NOTE-
Certain operators prohibit HRR, or _hot refueling," or
may have specific procedures for certain aircraft or
refueling locations. See the General Operations Manual
and/or Operations Specifications to determine the
applicable procedures or limitations.
1.13.2_Recommended Practices
1.13.2.1_Only turbine-engine helicopters fueled
with JET A or JET A-1 with fueling ports located
below any engine exhausts may be fueled while an
onboard engine(s) is (are) operating.
1.13.2.2_Helicopter fueling while an onboard
engine(s) is (are) operating should only be conducted
under the following conditions:
a)_A properly certificated and current pilot is at the
controls and a trained refueler attending the fuel
nozzle during the entire fuel servicing process. The
pilot monitors the fuel quantity and signals the
refueler when quantity is reached.
b)_No electrical storms (thunderstorms) are
present within 10 nautical miles. Lightning can travel
great distances beyond the actual thunderstorm.
c)_Passengers disembark the helicopter and move
to a safe location prior to HRR operations. When the
pilot-in-command deems it necessary for passenger
safety that they remain onboard, passengers should be
briefed on the evacuation route to follow to clear the
area.
d)_Passengers not board or disembark during HRR
operations nor should cargo be loaded or unloaded.
e)_Only designated personnel, trained in HRR
operations should conduct HRR written authorization to include safe handling of the fuel and
equipment. (See your Company Operations/Safety
Manual for detailed instructions.)
f)_All doors, windows, and access points allowing
entry to the interior of the helicopter that are adjacent
to or in the immediate vicinity of the fuel inlet ports
kept closed during HRR operations.
g)_Pilots insure that appropriate electrical/electronic equipment is placed in standby-off position, to
preclude the possibility of electrical discharge or
other fire hazard, such as [i.e., weather radar is on
standby and no radio transmissions are made (keying
of the microphone/transmitter)]. Remember, in
addition to communications radios, radio transmissions are also emitted by aircraft radar, transponders,
radar altimeters, DME equipment, and ELTs.
h)_Smoking be prohibited in and around the
helicopter during all HRR operations.
The HRR procedures are critical and present
associated hazards requiring attention to detail
regarding quality control, weather conditions, static
electricity, bonding, and spill/fires potential.
Any activity associated with rotors turning (i.e.;
refueling embarking/disembarking, loading/unloading baggage/freight; etc.) personnel should only
approach the aircraft when authorized to do so.
Approach should be made via safe approach
path/walkway or _arc"- remain clear of all rotors.
NOTE-
1._Marine vessels, barges etc.: Vessel motion presents
additional potential hazards to helicopter operations
(blade flex, aircraft movement).
2._See National Fire Protection Association (NFPA)
Document 407, _Standard for Aircraft Fuel
Servicing" for specifics regarding non-HRR (routine
refueling operations).
AIP ENR 6.2-8
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
2. Helicopter Night VFR Operations
2.1_Effect of Lighting on Seeing Conditions in
Night VFR Helicopter Operations
NOTE-
This guidance was developed to support safe night VFR
helicopter emergency medical services (HEMS)
operations. The principles of lighting and seeing
conditions are useful in any night VFR operation.
While ceiling and visibility significantly affect safety
in night VFR operations, lighting conditions also
have a profound effect on safety. Even in conditions
in which visibility and ceiling are determined to be
visual meteorological conditions, the ability to
discern unlighted or low contrast objects and terrain
at night may be compromised. The ability to discern
these objects and terrain is the seeing condition, and
is related to the amount of natural and man made
lighting available, and the contrast, reflectivity, and
texture of surface terrain and obstruction features. In
order to conduct operations safely, seeing conditions
must be accounted for in the planning and execution
of night VFR operations.
Night VFR seeing conditions can be described by
identifying _high lighting conditions" and _low
lighting conditions."
2.1.1_High lighting conditions exist when one of
two_sets of conditions are present:
2.1.1.1_The sky cover is less than broken (less than
5/8 cloud cover), the time is between the local Moon
rise and Moon set, and the lunar disk is at least
50%_illuminated; or
2.1.1.2_The aircraft is operated over surface lighting
which, at least, provides for the lighting of prominent
obstacles, the identification of terrain features
(shorelines, valleys, hills, mountains, slopes) and a
horizontal reference by which the pilot may control
the helicopter. For example, this surface lighting may
be the result of:
a)_Extensive cultural lighting (man-made, such as
a built-up area of a city),
b)_Significant reflected cultural lighting (such as
the illumination caused by the reflection of a major
metropolitan area’s lighting reflecting off a cloud
ceiling), or
c)_Limited cultural lighting combined with a high
level of natural reflectivity of celestial illumination,
such as that provided by a surface covered by snow or
a desert surface.
2.1.2_Low lighting conditions are those that do not
meet the high lighting conditions requirements.
2.1.3_Some areas may be considered a high lighting
environment only in specific circumstances. For
example, some surfaces, such as a forest with limited
cultural lighting, normally have little reflectivity,
requiring dependence on significant moonlight to
achieve a high lighting condition. However, when
that same forest is covered with snow, its reflectivity
may support a high lighting condition based only on
starlight. Similarly, a desolate area, with little cultural
lighting, such as a desert, may have such inherent
natural reflectivity that it may be considered a high
lighting conditions area regardless of season,
provided the cloud cover does not prevent starlight
from being reflected from the surface. Other surfaces,
such as areas of open water, may never have enough
reflectivity or cultural lighting to ever be characterized as a high lighting area.
2.1.4_Through the accumulation of night flying
experience in a particular area, the operator will
develop the ability to determine, prior to departure,
which areas can be considered supporting high or low
lighting conditions. Without that operational experience, low lighting considerations should be applied
by operators for both pre-flight planning and
operations until high lighting conditions are observed
or determined to be regularly available.
2.2_Astronomical Definitions and Background
Information for Night Operations
2.2.1_Definitions
2.2.1.1_Horizon._Wherever one is located on or near
the Earth’s surface, the Earth is perceived as
essentially flat and, therefore, as a plane. If there are
no visual obstructions, the apparent intersection of
the sky with the Earth’s (plane) surface is the horizon,
which appears as a circle centered at the observer. For
rise/set computations, the observer’s eye is considered to be on the surface of the Earth, so that the
horizon is geometrically exactly 90 degrees from the
local vertical direction.
AIP ENR 6.2-9
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
2.2.1.2_Rise, Set._During the course of a day the
Earth rotates once on its axis causing the phenomena
of rising and setting. All celestial bodies, the Sun,
Moon, stars and planets, seem to appear in the sky at
the horizon to the East of any particular place, then to
cross the sky and again disappear at the horizon to the
West. Because the Sun and Moon appear as circular
disks and not as points of light, a definition of rise or
set must be very specific, because not all of either
body is seen to rise or set at once.
2.2.1.3_Sunrise and sunset refer to the times when the
upper edge of the disk of the Sun is on the horizon,
considered unobstructed relative to the location of
interest. Atmospheric conditions are assumed to be
average, and the location is in a level region on the
Earth’s surface.
2.2.1.4_Moonrise and moonset times are computed
for exactly the same circumstances as for sunrise and
sunset. However, moonrise and moonset may occur
at any time during a 24 hour period and, consequently,
it is often possible for the Moon to be seen during
daylight, and to have moonless nights. It is also
possible that a moonrise or moonset does not occur
relative to a specific place on a given date.
2.2.1.5_Transit._The transit time of a celestial body
refers to the instant that its center crosses an
imaginary line in the sky - the observer’s meridian -
running from north to south.
2.2.1.6_Twilight._Before sunrise and again after
sunset there are intervals of time, known as
_twilight," during which there is natural light
provided by the upper atmosphere, which does
receive direct sunlight and reflects part of it toward
the Earth’s surface.
2.2.1.7_Civil twilight is defined to begin in the
morning, and to end in the evening when the center of
the Sun is geometrically 6 degrees below the horizon.
This is the limit at which twilight illumination is
sufficient, under good weather conditions, for
terrestrial objects to be clearly distinguished.
2.2.2_Title 14 of the Code of Federal Regulations
applies these concepts and definitions in addressing
the definition of night (Section 1.1), the requirement
for aircraft lighting (Section 91.209) and pilot
recency of night experience (Section 61.67).
2.2.3_Information on Moon Phases and Changes
in the Percentage of the Moon Illuminated
From any location on the Earth, the Moon appears to
be a circular disk which, at any specific time, is
illuminated to some degree by direct sunlight. During
each lunar orbit (a lunar month), we see the Moon’s
appearance change from not visibly illuminated
through partially illuminated to fully illuminated,
then back through partially illuminated to not
illuminated again. There are eight distinct, traditionally recognized stages, called phases. The phases
designate both the degree to which the Moon is
illuminated and the geometric appearance of the
illuminated part. These phases of the Moon, in the
sequence of their occurrence (starting from
New_Moon), are listed in FIG ENR 6.2-3.
2.2.3.1_The percent of the Moon’s surface illuminated is a more refined, quantitative description of the
Moon’s appearance than is the phase. Considering the
Moon as a circular disk, at New Moon the percent
illuminated is 0; at First and Last Quarters it is 50%;
and at Full Moon it is 100%. During the crescent
phases the percent illuminated is between 0 and 50%
and during gibbous phases it is between 50% and
100%.
2.2.3.2_For practical purposes, phases of the Moon
and the percent of the Moon illuminated are
independent of the location on the Earth from where
the Moon is observed. That is, all the phases occur at
the same time regardless of the observer’s position.
2.2.3.3_For more detailed information, refer to the
United States Naval Observatory site referenced
below.
AIP ENR 6.2-10
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
FIG ENR 6.2-3
Phases of the Moon
New Moon - The Moon’s unilluminated side is facing the Earth. The Moon is not visible
(except during a solar eclipse).
Waxing Crescent - The Moon appears to be partly but less than one-half illuminated by
direct sunlight. The fraction of the Moon’s disk that is illuminated is increasing.
First Quarter - One-half of the Moon appears to be illuminated by direct sunlight. The
fraction of the Moon’s disk that is illuminated is increasing.
Waxing Gibbous - The Moon appears to be more than one-half but not fully illuminated by
direct sunlight. The fraction of the Moon’s disk that is illuminated is increasing.
Full Moon - The Moon’s illuminated side is facing the Earth. The Moon appears to be
completely illuminated by direct sunlight.
Waning Gibbous - The Moon appears to be more than one-half but not fully
illuminated by direct sunlight. The fraction of the Moon’s disk that is illuminated is
decreasing.
Last Quarter - One-half of the Moon appears to be illuminated by direct sunlight. The
fraction of the Moon’s disk that is illuminated is decreasing.
Waning Crescent - The Moon appears to be partly but less than one-half illuminated by
direct sunlight. The fraction of the Moon’s disk that is illuminated is decreasing.
AIP ENR 6.2-11
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
2.2.4_Access to Astronomical Data for Determination of Moon Rise, Moon Set, and Percentage
of Lunar Disk Illuminated
2.2.4.1_Astronomical data for the determination of
Moon rise and set and Moon phase may be obtained
from the United States Naval Observatory using an
interactive query available at:
http://aa.usno.navy.mil/
2.2.4.2_Click on _Data Services," and then on
_Complete Sun and Moon Data for One Day."
2.2.4.3_You can obtain the times of sunrise, sunset,
moonrise, moonset, transits of the Sun and Moon, and
the beginning and end of civil twilight, along with
information on the Moon’s phase by specifying the
date and location in one of the two forms on this web
page and clicking on the _Get data" button at the end
of the form. Form _A" is used for cities or towns in the
U.S. or its territories. Form _B" for all other locations.
An example of the data available from this site is
shown in TBL ENR 6.2-2.
2.2.4.4_Additionally, a yearly table may be
constructed for a particular location by using the
_Table of Sunrise/Sunset, Moonrise/Moonset, or
Twilight Times for an Entire Year" selection.
3. Landing Zone Safety
3.1_This information is provided for use by
helicopter emergency medical services (HEMS)
pilots, program managers, medical personnel, law
enforcement, fire, and rescue personnel to further
their understanding of the safety issues concerning
Landing Zones (LZs). It is recommended that HEMS
operators establish working relationships with the
ground responder organizations they may come in
contact with in their flight operations and share this
information in order to establish a common frame of
reference for LZ selection, operations, and safety.
TBL ENR 6.2-2
Sample of Astronomical Data Available
from the Naval Observatory
The following information is provided for
New_Orleans, Orleans Parish, Louisiana
(longitude W90.1, latitude N30.0)
Tuesday
29 May 2007
Central Daylight Time
SUN
Begin civil twilight 5:34 a.m.
Sunrise 6:01 a.m.
Sun transit 12:58 p.m.
Sunset 7:55 p.m.
End civil twilight 8:22 p.m.
MOON
Moonrise 5:10 p.m. on preceding day
Moonset 4:07 a.m.
Moonrise 6:06 p.m.
Moon transit 11:26 p.m.
Moonset 4:41 a.m. on following day
Phase of the Moon on 29 May: waxing gibbous with
95% of the Moon’s visible disk illuminated.
Full Moon on 31 May 2007 at 8:04 p.m. Central
Daylight Time.
3.2_The information provided is largely based on the
booklet, LZ - Preparing the Landing Zone, issued by
National Emergency Medical Services Pilots Association (NEMSPA), and the guidance developed by the
University of Tennessee Medical Center’s LIFE-
STAR program, and is used with their permission. For
additional information, go to:
http://www.nemspa.org/.
3.3_Information concerning the estimation of wind
velocity is based on the Beaufort Scale. See
http://www.spc.noaa.gov/faq/tornado/beaufort.h
tml for more information.
AIP ENR 6.2-12
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
3.4_Selecting a Scene LZ
3.4.1_If the situation requires the use of a helicopter,
first check to see if there is an area large enough to
land a helicopter safely.
FIG ENR 6.2-4
Recommended Minimum Landing Zone Dimensions
3.4.2_For the purposes of FIG ENR 6.2-4 the
following are provided as examples of relative
helicopter size:
3.4.2.1_Small Helicopter:_Bell 206/407, Eurocopter
AS-350/355, BO-105, BK-117.
3.4.2.2_Medium Helicopter:_Bell UH-1 (Huey) and
derivatives (Bell 212/412), Bell 222/230/430 Sikorsky S-76, Eurocopter SA-365.
3.4.2.3_Large Helicopter:_Boeing Chinook, Eurocopter Puma, Sikorsky H-60 series (Blackhawk),
SK-92.
3.4.3_The LZ should be level, firm and free of loose
debris that could possibly blow up into the rotor
system.
3.4.4_The LZ should be clear of people, vehicles and
obstructions such as trees, poles and wires.
Remember that wires are difficult to see from the air.
The LZ must also be free of stumps, brush, post and
large rocks. See FIG ENR 6.2-5.
FIG ENR 6.2-5
Landing Zone Hazards
3.4.5_Keep spectators back at least 200 feet. Keep
emergency vehicles 100 feet away and have fire
equipment (if available) standing by. Ground
personnel should wear eye protection, if available,
during landing and takeoff operations. To avoid loose
objects being blown around in the LZ, hats should be
removed; if helmets are worn, chin straps must be
securely fastened.
3.4.6_Fire fighters (if available) should wet down the
LZ if it is extremely dusty.
3.5_Helping the Flightcrew Locate the Scene
3.5.1_If the LZ coordinator has access to a GPS unit,
the exact latitude and longitude of the LZ should be
relayed to the HEMS pilot. If unable to contact the
pilot directly, relay the information to the HEMS
ground communications specialist for relaying to the
pilot, so that they may locate your scene more
efficiently. Recognize that the aircraft may approach
from a direction different than the direct path from the
takeoff point to the scene, as the pilot may have to
detour around terrain, obstructions or weather
en_route.
AIP ENR 6.2-13
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
3.5.2_Especially in daylight hours, mountainous and
densely populated areas can make sighting a scene
from the air difficult. Often, the LZ coordinator on the
ground will be asked if she or he can see or hear the
helicopter.
3.5.3_Flightcrews use a clock reference method for
directing one another’s attention to a certain direction
from the aircraft. The nose of the aircraft is always
12_o’clock, the right side is 3 o’clock, etc. When the
LZ coordinator sees the aircraft, he/she should use
this method to assist the flightcrew by indicating the
scene’s clock reference position from the nose of the
aircraft. For example, _Accident scene is located at
your 2 o’clock position." See FIG ENR 6.2-6.
FIG ENR 6.2-6
_Clock" System for Identifying Positions
Relative to the Nose of the Aircraft
3.5.4_When the helicopter approaches the scene, it
will normally orbit at least one time as the flight crew
observes the wind direction and obstacles that could
interfere with the landing. This is often referred to as
the _high reconnaissance" maneuver.
3.6_Wind Direction and Touchdown Area
3.6.1_Determine from which direction the wind is
blowing. Helicopters normally land and takeoff into
the wind.
3.6.2_If contact can be established with the pilot,
either directly or indirectly through the HEMS
ground communications specialist, describe the wind
in terms of the direction the wind is from and the
speed.
3.6.3_Common natural sources of wind direction
information are smoke, dust, vegetation movement,
water streaks and waves. Flags, pennants, streamers
can also be used. When describing the direction, use
the compass direction from which the wind is
blowing (example: from the North-West).
3.6.4_Wind speed can be measured by small
hand-held measurement devices, or an observer’s
estimate can be used to provide velocity information.
The wind value should be reported in knots (nautical
miles per hour). If unable to numerically measure
wind speed, use TBL ENR 6.2-3 to estimate velocity.
Also, report if the wind conditions are gusty, or if the
wind direction or velocity is variable or has changed
recently.
3.6.5_If any obstacle(s) exist, insure their description, position and approximate height are
communicated to the pilot on the initial radio call.
3.7_Night LZs
3.7.1_There are several ways to light a night LZ:
3.7.1.4_Mark the touchdown area with five lights or
road flares, one in each corner and one indicating the
direction of the wind. See FIG ENR 6.2-7.
FIG ENR 6.2-7
Recommended Lighting for
Landing Zone Operations at Night
NOTE-
Road flares are an intense source of ignition and may be
unsuitable or dangerous in certain conditions. In any case,
they must be closely managed and firefighting equipment
should be present when used. Other light sources are
preferred, if available.
AIP ENR 6.2-14
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
TBL ENR 6.2-3
Table of Common References for Estimating Wind Velocity
Wind
(Knots)
Wind
Classification
Appearance of Wind Effects
On the Water On Land
Less than 1 Calm Sea surface smooth and mirror-like Calm, smoke rises vertically
1-3 Light Air Scaly ripples, no foam crests Smoke drift indicates wind direction,
wind vanes are still
4-6 Light Breeze Small wavelets, crests glassy, no
breaking
Wind felt on face, leaves rustle, vanes
begin to move
7-10 Gentle Breeze Large wavelets, crests begin to break,
scattered whitecaps
Leaves and small twigs constantly
moving, light flags extended
11-16 Moderate Breeze Small waves 1-4 ft. becoming longer,
numerous whitecaps
Dust, leaves, and loose paper lifted,
small tree branches move
17-21 Fresh Breeze Moderate waves 4-8 ft taking longer
form, many whitecaps, some spray
Small trees in leaf begin to sway
22-27 Strong Breeze Larger waves 8-13 ft, whitecaps
common, more spray
Larger tree branches moving, whistling
in wires
28-33 Near Gale Sea heaps up, waves 13-20 ft, white
foam streaks off breakers
Whole trees moving, resistance felt
walking against wind
34-40 Gale Moderately high (13-20 ft) waves of
greater length, edges of crests begin to
break into spindrift, foam blown in
streaks
Whole trees in motion, resistance felt
walking against wind
41-47 Strong Gale High waves (20 ft), sea begins to roll,
dense streaks of foam, spray may reduce
visibility
Slight structural damage occurs, slate
blows off roofs
48-55 Storm Very high waves (20-30 ft) with
overhanging crests, sea white with
densely blown foam, heavy rolling,
lowered visibility
Seldom experienced on land, trees
broken or uprooted, _considerable
structural damage"
56-63 Violent Storm Exceptionally high (30-45 ft) waves,
foam patches cover sea, visibility more
reduced
64+ Hurricane Air filled with foam, waves over 45_ft,
sea completely white with driving spray,
visibility greatly reduced
EXAMPLE-
Wind from the South-East, estimated speed 15 knots. Wind shifted from North-East about fifteen minutes ago, and is gusty.
AIP ENR 6.2-15
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
3.7.1.5_If chemical light sticks may be used, care
should be taken to assure they are adequately secured
against being dislodged by the helicopter’s rotor
wash.
3.7.1.6_Another method of marking a LZ uses four
emergency vehicles with their low beam headlights
aimed toward the intended landing area.
3.7.1.7_A third method for marking a LZ uses two
vehicles. Have the vehicles direct their headlight
beams into the wind, crossing at the center of the LZ.
(If fire/rescue personnel are available, the reflective
stripes on their bunker gear will assist the pilot
greatly.)
3.7.2_At night, spotlights, flood lights and hand
lights used to define the LZ are not to be pointed at the
helicopter. However, they are helpful when pointed
toward utility poles, trees or other hazards to the
landing aircraft. White lights such as spotlights,
flashbulbs and hi-beam headlights ruin the pilot’s
night vision and temporarily blind him. Red lights,
however, are very helpful in finding accident
locations and do not affect the pilot’s night vision as
significantly.
3.7.3_As in Day LZ operations, ensure radio contact
is accomplished between ground and air, if possible.
3.8_Ground Guide
3.8.1_When the helicopter is in sight, one person
should assist the LZ Coordinator by guiding the
helicopter into a safe landing area. In selecting an LZ
Coordinator, recognize that medical personnel
usually are very busy with the patient at this time. It
is recommended that the LZ Coordinator be someone
other than a medical responder, if possible. Eye
protection should be worn. The ground guide should
stand with his back to the wind and his arms raised
over his head (flashlights in each hand for night
operations.)
3.8.2_The pilot will confirm the LZ sighting by radio.
If possible, once the pilot has identified the LZ, the
ground guide should move out of the LZ.
3.8.3_As the helicopter turns into the wind and begins
a descent, the LZ coordinator should provide
assistance by means of radio contact, or utilize the
_unsafe signal" to wave off the helicopter if the LZ is
not safe (see FIG ENR 6.2-8). The LZ Coordinator
should be far enough from the touchdown area that
he/she can still maintain visual contact with the pilot.
3.9_Assisting the Crew
3.9.1_After the helicopter has landed, do not
approach the helicopter. The crew will approach you.
3.9.2_Be prepared to assist the crew by providing
security for the helicopter. If asked to provide
security, allow no one but the crew to approach the
aircraft.
3.9.3_Once the patient is prepared and ready to load,
allow the crew to open the doors to the helicopter and
guide the loading of the patient.
3.9.4_When approaching or departing the helicopter,
always be aware of the tail rotor and always follow
the directions of the crew. Working around a running
helicopter can be potentially dangerous. The
environment is very noisy and, with exhaust gases
and rotor wash, often windy. In scene operations, the
surface may be uneven, soft, or slippery which can
lead to tripping. Be very careful of your footing in this
environment.
3.9.5_The tail rotor poses a special threat to working
around a running helicopter. The tail rotor turns many
times faster than the main rotor, and is often invisible
even at idle engine power. Avoid walking towards the
tail of a helicopter beyond the end of the cabin, unless
specifically directed by the crew.
NOTE-
Helicopters typically have doors on the sides of the cabin,
but many use aft mounted _clamshell" type doors for
loading and unloading patients on litters or stretchers.
When using these doors, it is important to avoid moving any
further aft than necessary to operate the doors and
load/unload the patient. Again, always comply with the
crew’s instructions.
3.10_General Rules
3.10.1_When working around helicopters, always
approach and depart from the front, never from the
rear. Approaching from the rear can increase your risk
of being struck by the tail rotor, which, when at
operating engine speed, is nearly invisible.
3.10.2_To prevent injury or damage from the main
rotor, never raise anything over your head.
3.10.3_If the helicopter landed on a slope, approach
and depart from the down slope side only.
AIP ENR 6.2-16
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
3.10.4_When the helicopter is loaded and ready for
take off, keep the departure path free of vehicles and
spectators. In an emergency, this area is needed to
execute a landing.
3.11_Hazardous Chemicals and Gases
3.11.1_Responding to accidents involving hazardous
materials requires special handling by fire/rescue
units on the ground. Equally important are the
preparations and considerations for helicopter
operations in these areas.
3.11.2_Hazardous materials of concern are those
which are toxic, poisonous, flammable, explosive,
irritating, or radioactive in nature. Helicopter
ambulance crews normally don’t carry protective
suits or breathing apparatuses to protect them from
hazardous materials.
3.11.3_The helicopter ambulance crew must be told
of hazardous materials on the scene in order to avoid
the contamination of the crew. Patients/victims
contaminated by hazardous materials may require
special precautions in packaging before loading on
the aircraft for the medical crew’s protection, or may
be transported by other means.
3.11.4_Hazardous chemicals and gases may be fatal
to the unprotected person if inhaled or absorbed
through the skin.
3.11.5_Upon initial radio contact, the helicopter crew
must be made aware of any hazardous gases in the
area. Never assume that the crew has already been
informed. If the aircraft were to fly through the
hazardous gases, the crew could be poisoned and/or
the engines could develop mechanical problems.
3.11.6_Poisonous or irritating gases may cling to a
victim’s clothing and go unnoticed until the patient is
loaded and the doors of the helicopter are closed. To
avoid possible compromise of the crew, all of these
patients must be decontaminated prior to loading.
3.12_Hand Signals
3.12.1_If unable to make radio contact with the
HEMS pilot, use the signals in FIG ENR 6.2-8.
FIG ENR 6.2-8
Recommended Landing Zone Ground Signals
3.13_Emergency Situations
3.13.1_In the event of a helicopter accident in the
vicinity of the LZ, consider the following:
3.13.1.1_Emergency Exits:
a)_Doors and emergency exits are typically
prominently marked. If possible, operators should
familiarize ground responders with the door system
on their helicopter in preparation for an emergency
event.
b)_In the event of an accident during the LZ
operation, be cautious of hazards such as sharp and
jagged metal, plastic windows, glass, any rotating
components, such as the rotors, and fire sources, such
as the fuel tank(s) and the engine.
3.13.1.2_Fire Suppression:
a)_Helicopters used in HEMS operations are
usually powered by turboshaft engines, which use jet
fuel. Civil HEMS aircraft typically carry between 50
and 250 gallons of fuel, depending upon the size of
the helicopter, and planned flight duration, and the
fuel remaining after flying to the scene. Use water to
control heat and use foam over fuel to keep vapors
from ignition sources.
AIP ENR 6.2-17
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
4. Emergency Medical Service (EMS)
Multiple Helicopter Operations
4.1 Background. EMS helicopter operators often
overlap other EMS operator areas. Standardized
procedures can enhance the safety of operating
multiple helicopters to landing zones (LZs) and to
hospital heliports. Communication is the key to
successful operations and in maintaining organization between helicopters, ground units and
communication centers. EMS helicopter operators
which operate in the same areas should establish joint
operating procedures and provide them to related
agencies.
4.2 Recommended Procedures.
4.2.1 Landing Zone Operations. The first helicopter to arrive on-scene should establish
communications with the ground unit at least 10 NMs
from the LZ to receive a LZ briefing and to provide
ground control the number of helicopters that can be
expected. An attempt should be made to contact other
helicopters on 123.025 to pass on to them pertinent
LZ information and the ground unit’s frequency.
Subsequent helicopters arriving on scene should
establish communications on 123.025 at least 10
NMs from the LZ. After establishing contact on
123.025, they should contact the ground unit for
additional information. All helicopters should
monitor 123.025 at all times.
4.2.1.1 If the landing zone is not established by the
ground unit when the first helicopter arrives, then the
first helicopter should establish altitude and orbit
location requirements for the other arriving helicopters. Recommended altitude separation between
helicopters is 500 feet (weather and airspace
permitting). Helicopters can orbit on cardinal
headings from the scene coordinates. (See
FIG ENR 6.2-9)
4.2.1.2 Upon landing in the LZ, the first helicopter
should update the other helicopters on the LZ
conditions, i.e., space, hazards and terrain.
4.2.1.3 Before initiating any helicopter movement to
leave the LZ, all operators should attempt to contact
other helicopters on 123.025, and state their position
and route of flight intentions for departing the LZ.
4.2.2 Hospital Operations. Because many
hospitals require landing permission and have
established procedures (frequencies to monitor,
primary and secondary routes for approaches and
departures, and orbiting areas if the heliport is
occupied) pilots should always receive a briefing
from the appropriate facility (communication center,
flight following, etc.) before proceeding to the
hospital.
4.2.2.1 In the event of multiple helicopters coming
into the hospital heliport, the helicopter nearest to the
heliport should contact other inbound helicopters on
123.025 and establish intentions. Follow the
guidelines established in the LZ operations.
4.2.2.2 To facilitate approach times, the pilot-in-
command of the helicopter occupying the hospital
heliport should advise any other operators whether
the patient will be off loaded with the rotor blades
turning or stopped, and the approximate time to do so.
4.2.2.3 Before making any helicopter movement to
leave the hospital heliport, all operators should
attempt to contact other helicopters on 123.025 and
state their position and route of flight intentions for
departing the heliport.
31 JULY 08
AIP ENR 6.2-18
United States of America 15 MAR 07
Federal Aviation Administration
Nineteenth Edition
FIG ENR 6.2-9
EMS Multiple Helicopter LZ/Heliport Operation
NOTE-If the LZ/hospital heliport weather conditions or airspace altitude restrictions prohibit the recommended vertical
separation, 1 NM separations should be kept between helicopter orbit areas.
31 JULY 08
AIP
AERONAUTICAL INFORMATION PUBLICATION
UNITED STATES OF AMERICA
PART 3
AERODROMES (AD)
AIP
United States of America
AD 0.4-1
15 MAR 07
Federal Aviation Administration Nineteenth Edition
PART 3 -AERODROMES (AD)
AD 0.
AD 0.1 Preface -Not applicable
AD 0.2 Record of AIP Amendments -See GEN 0.2-1
AD 0.3 Record of AIP Supplements -Not applicable
AD 0.4 Checklist of Pages
PAGE DATE
PART 3 -AERODROMES
(AD)
AD 0
0.4-1 31 JULY 08
0.4-2 31 JULY 08
0.6-1 15 MAR 07
AD 1
1.1-1 15 MAR 07
1.1-2 15 MAR 07
1.1-3 15 MAR 07
1.1-4 15 MAR 07
1.1-5 15 MAR 07
1.1-6 15 MAR 07
1.1-7 15 MAR 07
1.1-8 15 MAR 07
1.1-9 15 MAR 07
1.1-10 15 MAR 07
1.1-11 15 MAR 07
1.1-12 15 MAR 07
1.1-13 15 MAR 07
1.1-14 15 MAR 07
1.1-15 15 MAR 07
1.1-16 15 MAR 07
1.1-17 15 MAR 07
1.1-18 31 JULY 08
1.1-19 31 JULY 08
1.1-20 15 MAR 07
1.1-21 15 MAR 07
1.1-22 15 MAR 07
1.1-23 15 MAR 07
1.1-24 15 MAR 07
1.1-25 15 MAR 07
1.1-26 15 MAR 07
1.1-27 15 MAR 07
1.1-28 15 MAR 07
PAGE DATE
1.1-29 15 MAR 07
1.1-30 15 MAR 07
1.1-31 15 MAR 07
1.1-32 15 MAR 07
1.1-33 15 MAR 07
1.1-34 15 MAR 07
1.1-35 15 MAR 07
1.1-36 15 MAR 07
1.1-37 15 MAR 07
1.1-38 15 MAR 07
1.1-39 15 MAR 07
1.1-40 15 MAR 07
1.1-41 15 MAR 07
1.1-42 15 MAR 07
1.1-43 15 MAR 07
1.1-44 31 JULY 08
AD 2
2-1 15 MAR 07
2-2 15 MAR 07
2-3 15 MAR 07
2-4 31 JULY 08
2-5 31 JULY 08
2-6 31 JULY 08
2-7 31 JULY 08
2-8 31 JULY 08
2-9 31 JULY 08
2-10 31 JULY 08
2-11 31 JULY 08
2-12 31 JULY 08
2-13 31 JULY 08
2-14 31 JULY 08
2-15 31 JULY 08
2-16 31 JULY 08
2-17 31 JULY 08
2-18 31 JULY 08
2-19 31 JULY 08
PAGE DATE
2-20 31 JULY 08
2-21 31 JULY 08
2-22 31 JULY 08
2-23 31 JULY 08
2-24 31 JULY 08
2-25 31 JULY 08
2-26 31 JULY 08
2-27 31 JULY 08
2-28 31 JULY 08
2-29 31 JULY 08
2-30 31 JULY 08
2-31 31 JULY 08
2-32 31 JULY 08
2-33 31 JULY 08
2-34 31 JULY 08
2-35 31 JULY 08
2-36 31 JULY 08
2-37 31 JULY 08
2-38 31 JULY 08
2-39 31 JULY 08
2-40 31 JULY 08
2-41 31 JULY 08
2-42 31 JULY 08
2-43 31 JULY 08
2-44 31 JULY 08
2-45 31 JULY 08
2-46 31 JULY 08
2-47 31 JULY 08
2-48 31 JULY 08
2-49 31 JULY 08
2-50 31 JULY 08
2-51 31 JULY 08
2-52 31 JULY 08
2-53 31 JULY 08
2-54 31 JULY 08
2-55 31 JULY 08
31 JULY 08
AIP
United States of America
AD 0.4-2
15 MAR 07
Federal Aviation Administration Nineteenth Edition
PAGE DATE
2-56 31 JULY 08
2-57 31 JULY 08
2-58 31 JULY 08
2-59 31 JULY 08
2-60 31 JULY 08
2-61 31 JULY 08
2-62 31 JULY 08
2-63 31 JULY 08
2-64 31 JULY 08
2-65 31 JULY 08
2-66 31 JULY 08
2-67 31 JULY 08
2-68 31 JULY 08
2-69 31 JULY 08
2-70 31 JULY 08
2-71 31 JULY 08
2-72 31 JULY 08
2-73 31 JULY 08
2-74 31 JULY 08
2-75 31 JULY 08
2-76 31 JULY 08
2-77 31 JULY 08
2-78 31 JULY 08
2-79 31 JULY 08
2-80 31 JULY 08
2-81 31 JULY 08
2-82 31 JULY 08
2-83 31 JULY 08
INDEX
I-1 31 JULY 08
I-2 31 JULY 08
I-3 31 JULY 08
I-4 31 JULY 08
I-5 31 JULY 08
I-6 31 JULY 08
I-7 31 JULY 08
I-8 31 JULY 08
PAGE DATE PAGE DATE
AD 0.5 List of Hand Amendments to the AIP -Not applicable
31 JULY 08
AIP
United States of America
AD 0.6-1
15 MAR 07
Federal Aviation Administration Nineteenth Edition
AD 0.6 Table of Contents to Part 3
Page
AD 1._AERODROMES - INTRODUCTION
AD 1.1_Aerodrome Availability AD 1.1-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AD 2._AERODROMES AD 2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIP
United States of America
AD 1.1-1
15 MAR 07
Federal Aviation Administration Nineteenth Edition
AD 1. AERODROMES -INTRODUCTION
AD 1.1 Aerodrome Availability
1. General Regulations Concerning Airport
Use
1.1_International arrivals with scheduled passenger
service are not permitted to land at any aerodrome not
listed in this AIP except in cases of real emergency or
where special permission has been granted.
1.2_The conditions under which aircraft may land, be
parked, housed or otherwise dealt with at U.S.
aerodromes is under the control of the aerodrome
owner/operator. Conditions and fees pertaining to
landing, parking, or storing are variable from
aerodrome to aerodrome and are not published in the
U.S. AIP.
2. Landings Made Elsewhere Than at
International Aerodromes
2.1_Permission to land at airports other than
_international" and _landing rights" airports may be
obtained in some limited cases; however, advance
arrangements (preferably in writing) must be made
with the U.S. Customs office nearest the airport of
intended arrival (see GEN 1). Advance notice of
arrival is required as usual. Pilots should be aware
that mileage and per diem costs may be accrued in
addition to any overtime charges if applicable.
2.2_If an emergency landing is made elsewhere than
at an international aerodrome or a designated
alternate aerodrome, the pilot in command shall
report the landing as promptly as possible by
telephone or the most convenient means to the nearest
Customs office. He/she should keep all merchandise
or baggage in a segregated place and should not
permit any passenger or crewmember to depart the
place of arrival or mingle with the public without
official permission, unless it is necessary for
preservation of life, health, or property.
3. Traffic of Persons and Vehicles on
Aerodromes
3.1_The grounds of each aerodrome are divided into
two zones:
3.1.1_A public zone comprising the part of the
aerodrome open to the public; and
3.1.2_A restricted zone comprising the rest of the
aerodrome.
3.2_Movement of Persons
3.2.1_Access to the restricted zone is authorized only
under conditions prescribed by the rules governing
the aerodrome as established by the officials
responsible for aerodrome security.
3.2.2_The customs, security, immigration and health
inspection offices and areas, and the premises
assigned to transit traffic are normally accessible only
to passengers, to staff members of the responsible
authorities or airlines, and to authorized persons in
pursuit of their duties.
3.2.3_The movement of persons having access to the
restricted zone of the aerodrome is subject to the
conditions prescribed by applicable air traffic and by
the security regulations laid down by the person
responsible for the management of the aerodrome.
3.3_Movement of Vehicles
3.3.1_The movement of vehicles in the restricted
zone is strictly limited to vehicles driven or used by
persons having official permission.
3.3.2_Drivers of vehicles, of whatever type, driving
within the confines of the aerodrome, must respect
the direction of traffic, the traffic signs, and the posted
speed limits and generally comply with the
provisions of the highway code and with instructions
given by the competent authorities.
AIP
United States of America
AD 1.1-2
15 MAR 07
Federal Aviation Administration Nineteenth Edition
4. General Information and Aerodrome
Lighting and Marking
4.1_Aerodrome lighting information is contained in
paragraphs 12 through 16. Information on aerodrome
marking aids and signs is contained in paragraph 17.
4.2_Designated international U.S. aerodromes with
scheduled passenger service in large aircraft and
certain airports designated as alternate service
aerodromes are listed in AD 2, Aerodromes.
5. Aerodrome Administration
5.1_The administration of all airports is the
responsibility of the aerodrome owner.
5.2_Ownership of aerodromes in the U.S. is vested in
three different groups: the Federal Government,
non-Federal governments, and private organizations
or individuals. It is the policy of the U.S. Federal
Government to have its aerodromes comply with
ICAO Standards and Recommended Practices.
Exceptions are noted as differences below and in
GEN 1.7. Aerodromes owned by non-Federal
governments and private organizations or individuals
are encouraged to comply with International
Standards and Recommended Practices in part
through the regulation of aircraft operations into the
aerodromes and in part through agreements under
which Federal aid is made available for aerodrome
development or improvement. Further compliance is
by voluntary action on the part of the aerodrome
owner.
6. Conditions of Availability
6.1_An aerodrome which is open for public use may
be used by a particular aircraft upon consideration of
the meteorological conditions existing at the time and
provided that the aircraft’s performance and load
classification (runway weight-bearing classification) is consistent with the physical characteristics of
the aerodrome.
6.2_Civil Use of Military Fields
6.2.1_Except at joint-use airfields, U.S. Army, Air
Force, Navy, Marine Corps, and Coast Guard airfields are available for use by civil aircraft only with
prior permission or in an emergency. An approved
civil aircraft landing permit is required for use at all
except Coast Guard airfields. With minor exceptions,
authority to use military airfields is granted only to
aircraft on official government business.
6.2.2_An application for a permit must be submitted
to the appropriate military department a minimum of
30 days prior to the first intended landing. A permit
application consists of Department of Defense Forms
DD Form 2400, Civil Aircraft Certificate of
Insurance; DD Form 2401, Civil Aircraft Landing
Permit; and DD Form 2402, Hold Harmless
Agreement.
6.2.3_Forms and instructions can be obtained from
the following addresses.
Army: Director, USAASA
ATTN: MOAS-AS
Building 1466
9325 Gunston Road, Suite N319
Ft. Belvoir, VA 22060-5582
Telephone: (703) 806-4864
Air Force: HQ USAF/XOO-CA
1480 Air Force Pentagon,
Room 4D1010
Washington DC 20330-1480
Telephone: (703) 697-5967
Navy/
Marine Corps: Commander
Naval Facilities Engineering
Command, Code 141JB
200 Stovall Street, Room 10N45
Alexandria, VA 22332-2300
Telephone: (703) 325-0475
At Coast Guard airfields, prior permission must be
requested from the commanding officer of the airfield
to be used.
7. Applicable ICAO Documents
ICAO Standards and Recommended Practices
contained in Annex 14 are applied with the
exceptions noted in GEN 1.7, Differences from
ICAO Standards, Recommended Practices and
Procedures.
AIP
United States of America
AD 1.1-3
15 MAR 07
Federal Aviation Administration Nineteenth Edition
8. Maintenance of Aerodrome Movement
Areas
8.1_It is the responsibility of the relevant aerodrome
authority to maintain the aerodrome in a satisfactory
condition.
8.2_Clearance of snow and measurement of snow,
ice, standing water, braking action, etc., and the
reporting of such pavement conditions is within the
responsibility of the aerodrome authority.
9. Dissemination of Information on the
Condition of Paved Surface
9.1_Information on surface condition of runways,
taxiways and aprons will be published, when
available and when necessary.
9.2_At aerodromes where an ATS unit is established,
if a runway is affected by standing water, snow, slush
or ice during the approach of an aircraft for landing,
and such conditions are notified by the aerodrome
management to the ATS unit, such conditions will be
made available to the aircraft.
10. Rescue and Fire Fighting Facilities
10.1_Adequate rescue and fire-fighting vehicles,
equipment and personnel are provided at aerodromes
available for international commercial air transport.
10.2_Temporary interruptions to rescue and fire-
fighting service, or non-availability of such services,
are made known by NOTAM.
10.3_Certificated Aerodromes (14 CFR Part 139)
Aerodromes serving certain air carriers under 14 CFR
Part 139 are indicated by a CFR Index which relates
to the availability of crash, fire, and rescue equipment. (See TBL AD 1.1-1.)
11. Bird Concentrations in the Vicinity of
Aerodromes
11.1_Animal and bird notices are not normally
published in aerodrome remarks. Pilots should be
aware that animals and birds are frequently found in
the vicinity of aerodromes and should exercise due
caution. However, selected bird notices may be
published, but only after approval by the appropriate
Regional Bird Hazard Group.
TBL AD 1.1-1
14 CFR PART 139 CERTIFICATED AIRPORTS
Indexes and Fire Fighting and Rescue Equipment Requirements
Airport Index
Required Number of
Vehicles
Aircraft Length Agent & Water for Foam
A 1 _90’ 500# DC or 450# DC + 100 gal H20
B 1 or 2 _90’ & _126’ Index A + 1500 gal H20
C 2 or 3 _126’ & _159’ Index A + 3000 gal H20
D 3 _159’ & _200’ Index A + 4000 gal H20
E 3 _200’ Index A + 6000 gal H20
_Greater Than; _Less Than; _Equal To or Greater Than; H20 Water; DC Dry Chemical
NOTE-
Vehicle and capacity requirements for airports holding limited operating certificates are determined on a case-by-case
basis.
AIP
United States of America
AD 1.1-4
15 MAR 07
Federal Aviation Administration Nineteenth Edition
12. Airport Lighting Aids
12.1_Approach Light Systems (ALS)
12.1.1_Approach light systems provide the basic
means for transition from instrument flight to visual
flight for landing. Operational requirements dictate
the sophistication and configuration of the approach
light system for a particular runway.
12.1.2_Approach light systems are a configuration of
signal lights starting at the landing threshold and
extending into the approach area a distance of
2400-3000 feet for precision instrument runways and
1400-1500 feet for nonprecision instrument runways. Some systems include sequenced flashing
lights which appear to the pilot as a ball of light
traveling towards the runway at high speed (twice
each second).
12.2_Visual Glideslope Indicators
12.2.1_Visual Approach Slope Indicator (VASI)
12.2.1.1_The VASI is a system of lights so arranged
to provide visual descent guidance information
during the approach to a runway. These lights are
visible from 3-5 miles during the day and up to
20_miles or more at night. The visual glide path of the
VASI provides safe obstruction clearance within plus
or minus 10 degrees of the extended runway
centerline and to 4 nautical miles from the runway
threshold. Descent, using the VASI, should not be
initiated until the aircraft is visually aligned with the
runway. Lateral course guidance is provided by the
runway or runway lights.
12.2.1.2_VASI installations may consist of either 2,
4, 6, 12, or 16 light units arranged in bars referred to
as near, middle, and far bars. Most VASI installations
consist of 2 bars, near and far, and may consist of 2,
4, or 12 light units. Some airports have VASIs
consisting of three bars, near, middle, and far, which
provide an additional visual glide path to accommodate high cockpit aircraft. This installation may
consist of either 6 or 16 light units. VASI installations
consisting of 2, 4, or 6 lights units are located on
one_side of the runway, usually the left. Where the
installation consists of 12 or 16 light units, the light
units are located on both sides of the runway.
12.2.1.3_Two-bar VASI installations provide one
visual glide path which is normally set at 3 degrees.
Three-bar VASI installations provide two visual
glide paths. The lower glide path is provided by the
near and middle bars and is normally set at 3 degrees
while the upper glide path, provided by the middle
and far bars, in normally 1
/4 degree higher. This
higher glide path is intended for use only by high
cockpit aircraft to provide a sufficient threshold
crossing height. Although normal glide path angles
are three degrees, angles at some locations may be as
high as 4.5 degrees to give proper obstacle clearance.
Pilots of high performance aircraft are cautioned that
use of VASI angles in excess of 3.5 degrees may cause
an increase in runway length required for landing and
rollout.
12.2.1.4_The basic principle of the VASI is that of
color differentiation between red and white. Each
light unit projects a beam of light having a white
segment in the upper part of the beam and red
segment in the lower part of the beam. The light units
are arranged so that the pilot using the VASIs during
an approach will see the combination of lights shown
below.
12.2.1.5_For 2-BAR VASI (4 light units), see
FIG AD 1.1-2.
12.2.1.6_For 3-BAR VASI (6 light units), see
FIG AD 1.1-3.
12.2.1.7_For other VASI configurations, see
FIG AD 1.1-4.
12.2.2_Precision Approach Path Indicator
(PAPI)._The precision approach path indicator
(PAPI) uses light units similar to the VASI but are
installed in a single row of either 2 or 4 lights units.
These systems have an effective visual range of about
5 miles during the day and up to 20 miles at night. The
row of light units is normally installed on the left side
of the runway and the glide path indications are as
depicted in FIG AD 1.1-5.
12.2.3_Tri-color Systems._Tri-color visual
approach slope indicators normally consist of a single
light unit, projecting a three-color visual approach
path into the final approach area of the runway upon
which the indicator is installed. The below glide path
indication is red, the above glide path indication is
amber, and the on glide path indication is green.
These types of indicators have a useful range of
approximately 1
/2 to 1 mile during the day and up to
5 miles at night depending upon the visibility
conditions. (See FIG AD 1.1-6.)
AIP
United States of America
AD 1.1-5
15 MAR 07
Federal Aviation Administration Nineteenth Edition
12.2.4_Pulsating Systems._Pulsating visual
approach slope indicators normally consist of a single
light unit projecting a two-color visual approach path
into the final approach area of the runway upon which
the indicator is installed. The on glide path indication
is a steady white light. The slightly below glide path
indication is a steady red light. If the aircraft descends
further below the glide path, the red light starts to
pulsate. The above glide path indication is a pulsating
white light. The pulsating rate increases as the aircraft
gets further above or below the desired glide slope.
The useful range of the system is about four miles
during the day and up to ten miles at night.
(See FIG AD 1.1-7.)
12.2.5_Alignment of Elements Systems._Alignment of elements systems are installed on some small
general aviation airports and are a low cost system
consisting of painted plywood panels, normally black
and white or fluorescent orange. Some of these
systems are lighted for night use. The useful range of
these systems is approximately 3
/4 mile. To use the
system the pilot positions the aircraft so the elements
are in alignment. The glide path indications are
shown in FIG AD 1.1-8.
12.3_Runway End Identifier Lights (REIL)
12.3.1_REILs are installed at many airfields to
provide rapid and positive identification of the
approach end of a particular runway. The system
consists of a pair of synchronized flashing lights, one
of which is located laterally on each side of the
runway threshold facing the approach area. They are
effective for:
12.3.1.1_Identification of a runway surrounded by a
preponderance of other lighting.
12.3.1.2_Identification of a runway which lacks
contrast with surrounding terrain.
12.3.1.3_Identification of a runway during reduced
visibility.
12.4_Runway Edge Light Systems
12.4.1_Runway edge lights are used to outline the
edges of runways during periods of darkness or
restricted visibility conditions. These light systems
are classified according to the intensity or brightness
they are capable of producing: they are the High
Intensity Runway Lights (HIRL), Medium Intensity
Runway Lights (MIRL), and the Low Intensity
Runway Lights (LIRL). The HIRL and MIRL
systems have variable intensity controls; whereas, the
LIRLs normally have one intensity setting.
12.4.2_The runway edge lights are white; except on
instrument runways, yellow replaces white on the last
2,000 feet or half the runway length, whichever is
less, to form a caution zone for landings.
12.4.3_The lights marking the ends of the runway
emit red light toward the runway to indicate the end
of the runway to a departing aircraft and emit green
outward from the runway end to indicate the
threshold to landing aircraft._
12.5_In-Runway Lighting
12.5.1_Runway Centerline Lighting System
(RCLS)._Runway centerline lights are installed on
some precision approach runways to facilitate
landing under adverse visibility conditions. They are
located along the runway centerline and are spaced at
50-foot intervals. When viewed from the landing
threshold, the runway centerline lights are white until
the last 3,000 feet of the runway. The white lights
begin to alternate with red for the next 2,000 feet, and
for the last 1,000 feet of the runway, all centerline
lights are red.
12.5.2_Touchdown Zone Lights (TDZL)._Touchdown zone lights are installed on some precision
approach runways to indicate the touchdown zone
when landing under adverse visibility conditions.
They consist of two rows of transverse light bars
disposed symmetrically about the runway centerline.
The system consists of steady-burning white lights
which start 100 feet beyond the landing threshold and
extend to 3,000 feet beyond the landing threshold or
to the midpoint of the runway, whichever is less.
AIP
United States of America
AD 1.1-6
15 MAR 07
Federal Aviation Administration Nineteenth Edition
12.5.3_Taxiway Centerline Lead-Off Lights.
Taxiway centerline lead-off lights provide visual
guidance to persons exiting the runway. They are
color-coded to warn pilots and vehicle drivers that
they are within the runway environment or
instrument landing system/microwave landing system (ILS/MLS) critical area, whichever is more
restrictive. Alternate green and yellow lights are
installed, beginning with green, from the runway
centerline to one centerline light position beyond the
runway holding position or ILS/MLS critical area
holding position.
12.5.4_Taxiway Centerline Lead-On Lights.
Taxiway centerline lead-on lights provide visual
guidance to persons entering the runway. These
_lead-on" lights are also color-coded with the same
color pattern as lead-off lights to warn pilots and
vehicle drivers that they are within the runway
environment or instrument landing system/microwave landing system (ILS/MLS) critical area,
whichever is more conservative. The fixtures used for
lead-on lights are bidirectional, i.e., one side emits
light for the lead-on function while the other side
emits light for the lead-off function. Any fixture that
emits yellow light for the lead-off function shall also
emit yellow light for the lead-on function.
(See_FIG AD 1.1-9.)
12.5.5_Land and Hold Short Lights._Land and
hold short lights are used to indicate the hold short
point on certain runways which are approved for
Land and Hold Short Operations (LAHSO). Land and
hold short lights consist of a row of pulsing white
lights installed across the runway at the hold short
point. Where installed, the lights will be on anytime
LAHSO is in effect. These lights will be off when
LAHSO is not in effect.
REFERENCE-
Section ENR 1.1, Paragraph 22, Pilot Responsibilities When
Conducting Land and Hold Short Operations (LAHSO).
12.6_Control of Lighting Systems
12.6.1_Operation of approach light systems and
runway lighting is controlled by the control tower
(ATCT). At some locations the FSS may control the
lights where there is no control tower in operation.
12.6.2_Pilots may request that lights be turned on or
off. Runway edge lights, in-pavement lights and
approach lights also have intensity controls which
may be varied to meet the pilot’s request. Sequenced
flashing lights may be turned on and off. Some
sequenced flashing system also have intensity
control.
12.7_Pilot Control of Airport Lighting
12.7.1_Radio control of lighting is available at
selected airports to provide airborne control of lights
by keying the aircraft’s microphone. Control of
lighting system is often available at locations without
specified hours for lighting or where there is no
control tower or FSS, or when the control tower or
FSS is closed (locations with a part-time tower or
FSS). All lighting systems which are radio controlled
at an airport, whether on a single runway or multiple
runways, operate on the same radio frequency.
(See TBL AD 1.1-2 and TBL AD 1.1-3.)
12.7.2_With FAA approved systems, various combinations of medium intensity approach lights,
runway lights, taxiways lights, VASI and/or REIL
may be activated by radio control. On runways with
both approach lighting and runway lighting (runway
edge lights, taxiway lights, etc.) systems, the
approach lighting system takes precedence for
air-to-ground radio control over the runway lighting
system which is set at a predetermined intensity step,
based on expected visibility conditions. Runways
without approach lighting may provide radio
controlled intensity adjustments of runway edge
lights. Other lighting systems, including VASI, REIL,
and taxiway lights, may be either controlled with the
runway edge lights or controlled independently of the
runway edge lights.
12.7.3_The control system consists of a 3-step
control responsive to 7, 5, and/or 3 microphone
clicks. This 3-step control will turn on lighting
facilities capable of either 3-step, 2-step or 1-step
operation. The 3-step and 2-step lighting facilities
can be altered in intensity, while the 1-step cannot.
All lighting is illuminated for a period of 15 minutes
from the most recent time of activation and may not
be extinguished prior to end of the 15-minute period
(except for 1-step and 2-step REILs which may be
turned off when desired by keying the mike 5 or
3_times, respectively).
AIP
United States of America
AD 1.1-7
15 MAR 07
Federal Aviation Administration Nineteenth Edition
TBL AD 1.1-2
Runways With Approach Lights
Lighting System
Number of
Intensity
Steps
Status During
Nonuse Period
Intensity Step Selected Per Number
of Mike Clicks
3 Clicks 5 Clicks 7 Clicks
Approach Lights (Med. Int.) 2 Off Low Low High
Approach Lights (Med. Int.) 3 Off Low Med High
MIRL 3 Off or Low _ _ _
HIRL 5 Off or Low _ _ _
VASI 2 Off _ _ _
NOTES:__Predetermined intensity step.
__Low intensity for night use. High intensity for day use as determined by photocell control.
TBL AD 1.1-3
Runways Without Approach Lights
Lighting System
Number of
Intensity
Steps
Status During
Nonuse Period
Intensity Step Selected Per Number
of Mike Clicks
3 Clicks 5 Clicks 7 Clicks
MIRL 3 Off or Low Low Med. High
HIRL 5 Off or Low Step 1 or 2 Step 3 Step 5
LIRL 1 Off On On On
VASI_ 2 Off _ _ _
REIL_ 1 Off _Off On / Off _On
REIL_ 3 Off _Low Med. High
NOTES:__Low intensity for night use. High intensity for day use as determined by photocell control.
__The control of VASI and/or REIL may be independent of other lighting systems.
12.7.4_Suggested use is to always initially key the
mike 7 times; this assures that all controlled lights are
turned on to the maximum available intensity. If
desired, adjustment can then be made, where the
capability is provided, to a lower intensity (or the
REIL turned off) by keying 5 and/or 3 times. Due to
the close proximity of airports using the same
frequency, radio controlled lighting receivers may be
set at a low sensitivity requiring the aircraft to be
relatively close to activate the system. Consequently,
even when lights are on, always key mike as directed
when overflying an airport of intended landing or just
prior to entering the final segment of an approach.
This will assure the aircraft is close enough to activate
the system and a full 15 minutes lighting duration is
available. Approved lighting systems may be
activated by keying the mike (within 5 seconds) as
indicated in TBL AD 1.1-4.
TBL AD 1.1-4
Radio Control System
Key Mike Function
7 times within
5 seconds
Highest intensity available
5 times within
5 seconds
Medium or lower intensity
(Lower REIL or REIL-off)
3 times within
5 seconds
Lowest intensity available
(Lower REIL or REIL-off)
AIP
United States of America
AD 1.1-8
15 MAR 07
Federal Aviation Administration Nineteenth Edition
