AIP航行情报汇编

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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.

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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

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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.

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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.

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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.

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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

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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.

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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.

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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._

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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