ICAO Bangkok 2016 1 Overview Certification Applicability

8/17/2019 ICAO Bangkok 2016 1 Overview Certification Applicability

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1 Bangkok, Thailand 18 - 22 April 2016ICAO Regional Workshop on Annex 14, Volume II – Heliports

• Introductions

• Overview of Annex 14 Volume II; Heliport Manual (Doc 9261);

and relationship to Annex 14 Volume I

• Definitions, terminology, helicopter characteristics (dimensions)

• Applicabi lity, Certification & Safety Management (Annex 19)

o Difference between applicability and certification

o Establishing a certification program

• Heliport Data – Annex 15 – Aeronautical Information Services, Appendix 1,part 3 Aerodromes (AD) – Including Declared Distances

• Surface-level versus Elevated (rooftop) heliports – Advantages &

disadvantages

• Relevant helicopter performance parameters (PC1, 2 and 3) (Annex 6, Part 3)


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Aviat ion Exper ience

• Canadian Airline Transport Pilot – Helicopter Licence

o Instrument, night & multi-engine ratings

• 36 years flight experience, Canada and USA

• 14 aircraft types – light, medium & heavy class helicopters

• 7600+ hours

o 5000+ hrs mountain experience, 1400+ hrs multi-engine, 450+ hrs instrument

• Chief Pilot, Operations Manager – 19 yrs in Industry

• Current on Bell 206 and Sikorsky S76C+

Education • Bachelor of Commerce Degree (UBC) - Transportation & Logistics (Airport & Airline Mgmt)

• Certified Instrument Procedure Designer

• Training in Risk Mgmt, Surveillance Procedures, Quality Assurance, Safety Mgmt Systems

Employment Experience

• Regulatory and Standards development Civil Aviation Inspector – Transport Canada HQ– 14 years

• Transport Canada- Regional Aerodromes Civil Aviation Inspector – 3 years

• Subject Matter Expert and member of ICAO – Heliport Design Working Group – 12 years

• Past Rapporteur of the HDWG

• Technical advisor (Canada) – ICAO – Rescue Fire Fighting Working Group

• Technical advisor (Canada) – ICAO – Aerodromes Design & Operations Panel

• Technical advisor (Canada) – ICAO – Instrument Flight Procedures Panel (IFPP) - Helicopters


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Amendment # 6 – 13 Nov 2014

Amendment # 7 Adopted by ANC – Applicability 10 Nov 2016


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

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

safety or regularity of international air navigation and to which Contracting States will conform in

accordance with the Convention. The words "shall" are usually used for standards.

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

performance, personnel or procedure, the uniform application of which is recognized asdesirable in the interest of safety, regularity or efficiency of international air navigation, and to

which Contracting States will endeavour to conform in accordance with the Convention. The

words "should" are usually used for recommendations.

Appendices comprising material grouped separately for convenience but forming part of the

Standards and Recommended Practices adopted by the Council.

Definitions of terms used in the Standards and Recommended Practices which are not self-

explanatory in that they do not have accepted dictionary meanings. A definition does not have

independent status but is an essential part of each Standard and Recommended Practice in

which the term is used, since a change in the meaning of the term would affect the

specifications.

Annex 14 Volume II - Principles


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Tables and Figures which add to or illustrate a Standard or Recommended Practice and which

are referred to therein, form part of the associated Standard or Recommended Practice and

have the same status.

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

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

Notes included in the text, where appropriate, to give factual information or references bearing

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

Standards or Recommended Practices.

Attachments comprising material supplementary to the Standards and Recommended

Practices, or included as a guide to their application.


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The manual not only enlarges upon some of the specifications in Annex 14, Volume II, as

necessary, but also provides guidance on aspects not dealt with in the Annex, e.g. site

selection, winching areas, underslung load operating areas, etc.

Users of this manual are advised that specifications related to helicopter operations in other Annexes, for instance, Annex 6, Part 3, International Operations - Helicopters, may vary

somewhat from those specified in Annex 14, Volume II.

In such cases, the more demanding requirements should be applied. To assist users of this

manual, the characteristics of the majority of helicopter types currently in use have been

included in an Appendix.

Heliport Manual (Doc 9261) - Principles

Guidance material may offer alternate means of compliance with the standards, however in no

case can it over-ride a SARP.


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Chapter 1 – General

• Definitions

• Applicability

• Reference System

Chapter 2 – Heliport Data

Chapter 3 – Physical Characteristics

• Surface Level Heliport

• Elevated Heliport

• Helidecks

• Shipboard Heliports

Chapter 4 – Obstacle Environment• Surfaces

• Requirements

Chapter 5 – Visual Aids

• Wind Direction

• Markings and Markers

• Lights

Chapter 6 – Heliport Services Emergency Response

• Heliport Emergency Planning

• Rescue & Fire Fighting

Appendix 1 – Aeronautical Data Quality

Appendix 2 – SARPS for Instrument Heliports

Some chapters have a

description or general

statement in the form of a

standard or recommendation,

others state an Application,Location and Characteristics

as part of the standard or

recommendation.

Annex 14 Volume II - Structure


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Chapter 1 – Site selection and structural design

• Surface Level Heliports

• Elevated Heliports

• Helidecks on offshore facilities

• Helidecks on ships

Chapter 2 – Physical Characteristics

• Surface Level Heliport

• Elevated Heliport

• Helidecks on offshore facilities

• Helidecks on ships

Chapter 3 – Obstacle Restriction and removal

• OLS and sectors

• Obstacle limitation requirements

Chapter 4 – Winching areas

Chapter 5 – Visual Aids

Chapter 6 – Rescue & Fire Fighting

Chapter 7 – Heliport Data

Appendix 1 – Helicopter characteristics

Appendix 2 – Glossary of terms

Heliport Manual - Structure


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Amendment # 11-B – 13 Nov 2014

Over the years Volume II has evolved as a

stand-alone Annex, however there are still a

number of cross-over sections.

Volume I includes a definition and

applicability requirement for helicopter

operations at Aerodromes.

Volume II states that definitions may be

contained in both annexes, has a similar

applicability statement and a general

statement regarding markings, markers &

lighting colours.

The majority of references are contained innotes or standards within chapter 5, sections

5.2 and 5.3 and pertain to colours, intensities

and general specifications


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Annex 14, Volume II, contains Standards and Recommended Practices (specifications) that

prescribe the physical characteristics and obstacle limitation surfaces to be provided for atheliports, and certain facilities and technical services normally provided at a heliport.

It is not intended that these specifications limit or regulate the operation of an aircraft.

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

and the greatest maximum take-off mass (MTOM) the heliport is intended to serve, would need

to be considered.

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

The dimensions discussed in this Annex are based on consideration of single-main-rotor

helicopters. The specifications of the main chapters of this Annex are applicable for visualheliports that may or may not incorporate the use of a Point-in-space approach or departure.

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

approaches and instrument departures are detailed in Appendix 2..

Annex 14 Volume II – Heliport SARPS

Chapter 1 – General Notes


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

most forward position of the main rotor tip path plane to the most rearward position of the tail

rotor tip path plane or helicopter structure.

Note.— “D” is sometimes referred to in the text using the terminology “D-value”.

Dynamic load-bearing surface. A surface capable of supporting the loads generated by ahelicopter conducting an emergency touchdown on it.

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

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

approach manoeuvre to hover or landing is completed and from which the take-off manoeuvre

is commenced. Where the FATO is to be used by helicopters operated in performance class 1,the defined area includes the rejected take-off area available.

Annex 14 Volume II Defin itions


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Rejected take-off area. A defined area on a heliport suitable for helicopters operating in

performance class 1 to complete a rejected take-off.

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

Safety area. A defined area on a heliport surrounding the FATO which is free of obstacles,other than those required for air navigation purposes, and intended to reduce the risk of

damage to helicopters accidentally diverging from the FATO.

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

upon it.

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

UCL/UCW. Undercarriage length or undercarriage width.


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1.2.2 The specifications in Annex 14, Volume II, shall apply to all heliports intended to be used

by helicopters in international civil aviation. They shall apply equally to areas for the exclusive

use of helicopters at an aerodrome primarily meant for the use of aeroplanes. Where relevant,

the provisions of Annex 14, Volume I, shall apply to the helicopter operations being conducted

at such an aerodrome.

Annex 14 Volume II – Applicabi lity & Cert ification

Much discussion has occurred at the Aerodrome Design and Operations Panel (ADOP) with

regards to the exclusivity of this standard. The general consensus within the ADOP and from

the Legal Bureau of ICAO is that states can voluntarily apply the SARPS to all heliports

including those used for domestic operations. Many states already do this.

Applicability can apply to a large group of heliports in a general sense whereas certification is

the state process by which applicability is confirmed. The certification process confirms

compliance with specific SARPS. The process may be risk-based reviewing location, type of

operations, number of movements or complexity of the operations.

Annex14 Volume II has no SARPS for establishing a certification program. The Heliport Design

Working Group (HDWG) has been tasked by the ANC and ADOP to develop SARPS and

guidance based upon the process detailed in Volume I and the Manual on Certification of

Aerodromes (Doc 9774).


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The intent of these specifications is to ensure the establishment of a regulatory regime so that compliancewith the specifications in this Annex can be effectively enforced. It is recognized that the methods of

ownership, operation and surveillance of aerodromes differ among States.

The most effective and transparent means of ensuring compliance with applicable specifications is the

availability of a separate safety oversight entity and a well-defined safety oversight mechanism with support

of appropriate legislation to be able to carry out the function of safety regulation of aerodromes.

When an aerodrome is granted a certificate, it signifies to aircraft operators and other organizations operating

on the aerodrome that, at the time of certification, the aerodrome meets the specifications regarding the

facility and its operation, and that it has, according to the certifying authority, the capability to maintain these

specifications for the period of validity of the certificate.

The certification process also establishes the baseline for continued monitoring of compliance with the

specifications. Information on the status of certification of aerodromes would need to be provided to the

appropriate aeronautical information services for promulgation in the Aeronautical Information Publication(AIP).

Excerpt from Annex 14 Volume I – Certification of Aerodromes


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1.4.2 Recommendation.— States should certify aerodromes open to public use in accordance with thesespecifications as well as other relevant ICAO specifications through an appropriate regulatory framework.

1.4.3 The regulatory framework shall include the establishment of criteria and procedures for the certification

of aerodromes.

Note.— Guidance on a regulatory framework is given in the Manual on Certification of Aerodromes (Doc

9774).

1.4.4 As part of the certification process, States shall ensure that an aerodrome manual which will include all

pertinent information on the aerodrome site, facilities, services, equipment, operating procedures,

organization and management including a safety management system, is submitted by the applicant for

approval/acceptance prior to granting the aerodrome certificate.

Note.— The intent of a safety management system is to have in place an organized and orderly approach in

the management of aerodrome safety by the aerodrome operator. Annex 19 — Safety Management contains

the safety management provisions applicable to certified aerodromes. Guidance on an aerodrome safety

management system is given in the Safety Management Manual (SMM) (Doc 9859) and in the Manual on

Certification of Aerodromes (Doc 9774).

Annex 14 Volume I – chapter 1 - 'Certi fication ' SARPS


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This manual is geared towards establishing regulatory

certification procedures for land aerodromes in

accordance with Annex 14 Volume I.

Most of the guidance provided could be applicable to

heliport certification.

Heliport Certification Regulatory System;

Heliport Certification Model Regulations;

Heliport Certification Procedures; and

Regulatory Authority


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Need for Certif ication

• Protect third party

• Protect operators

• Risk-based tied to applicability

Certif ication Regulatory System

• Follow same model used for airports

• Develop Regulations for Heliports – Authority, when & where

Certif ication Model Regulations

• Definitions

• Certification Process

• SARPS – develop own or adopt Annex 14 Volume II

• Heliport Operations Manual (HOM)

• Obligations of the heliport operator

• Exemption or deviation process

Certif ication Procedures

• Assessment of application

• Site Visit for verification

• Certificate Administration


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Chapter 3 – State Safety Management Responsibilities

Section 3.1.3 - As part of its [State Safety Program] SSP, each State shall require that thefollowing service providers under its authority implement an SMS:

operators of certified aerodromes in accordance with Annex 14.

Chapter 2 – Applicability:

The Standards and Recommended Practices contained in this Annex shall be applicable to

safety management functions related to, or in direct support of, the safe operation of aircraft.

Annex 19 – Safety Management

Chapter 4 – Safety Management Systems (SMS)

Section 4.1.1 . . . the SMS of a service provider shall:

a) be established in accordance with the framework elements contained in Appendix 2; and

b) be commensurate with the size of the service provider and the complexity of its aviation

products or services.


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• Location, Indicator & Name

• Geographical & Admin

• Ops Hrs• Services & Facilities

• Passenger Info

• Rescue & Fire Fighting

• Winter Maint.

• Apron & Taxiway Info

• Markings

• Obstacles

• Met Info

• Heliport Data

i. Type – surface level, elevated or helideck

ii. TLOF – dimensions & surface

iii. FATO – dimensions, surface & elevation

iv. Bearing strength

v. SA – dimensions

vi. Obstacle Free Sector – if applicable

vii. Remarks

• Declared distances

• Lighting

• ATS

• Nav & Landing Aids

• Local Traffic Regs

• Noise Abatement

• Flight Procedures & Restrictions

Chapter 2 – Heliport Data as prescribed in Annex 15 – Aeronautical Information

Services, Appendix 1, Part 3 – Aerodromes (AD) 3. Heliports


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Declared distances — heliports.

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

clearway (if provided) declared available and suitable for helicopters to complete the take-

off.

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

available and suitable for helicopters operated in performance class 1 to complete arejected take-off.

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

declared available and suitable for helicopters to complete the landing manoeuvre from a

defined height.

The relationship of these terms will be detailed later in this presentation.


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Surface Level versus Elevated Heliports

Advantages – Disadvantages

Significantly Reduced Cost

No weight limits

Reduced RFF costs / Response times

Space available for aprons/stands Space available for approach lighting

Clear of Obstructions

Less 'Foot-print'

Reduced Helicopter Performance

More Approach Pathways Better Security Control

http://www.google.ca/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&cad=rja&uact=8&ved=0ahUKEwia6-W_uO7LAhVrsIMKHT1JB78QjRwIBw&url=http://www.aluminium-offshore.com/elevated-and-rooftop-helipads-and-heliports/&bvm=bv.118443451,d.amc&psig=AFQjCNFn6H9qQeHwtKSuMRT6o8qVRbTaJw&ust=1459634516910925


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Annex 6 Part III contains a number

of definitions and detailed criteriaconcerning performance class

operations that have relevance in

chapter 3, 4 and 5 of the Heliport

SARPS.


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Congested area. In relation to a city, town or settlement, any area which is substantially used for residential,

commercial or recreational purposes.

Congested hostile environment. A hostile environment within a congested area.

Hostile environment. An environment in which:

a) a safe forced landing cannot be accomplished because the surface and surrounding environment are

inadequate; or

b) the helicopter occupants cannot be adequately protected from the elements; or

c) search and rescue response/capability is not provided consistent with anticipated exposure; or

d) there is an unacceptable risk of endangering persons or property on the ground.

Non-congested hostile environment. A hostile environment outside a congested area.

Non-hostile environment. An environment in which:

a) a safe forced landing can be accomplished because the surface and surrounding environment are

adequate;

b) the helicopter occupants can be adequately protected from the elements;c) search and rescue response/capability is provided consistent with anticipated exposure; and

d) the assessed risk of endangering persons or property on the ground is acceptable.

Note.— Those parts of a congested area satisfying the above requirements are considered non-hostile.

Definitions


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Landing decision point (LDP). The point used in determining landing performance from

which, an engine failure occurring at this point, the landing may be safely continued or a balked

landing initiated.

Note.— LDP applies only to helicopters operating in performance Class 1.

Defined point after take-off (DPATO). The point, within the take-off and initial climb phase,

before which the helicopter’s ability to continue the flight safely, with one engine inoperative, is

not assured and a forced landing may be required.

Note.— Defined points apply to helicopters operating in performance Class 2 only.

Defined point before landing (DPBL). The point, within the approach and landing phase, after

which the helicopter’s ability to continue the flight safely, with one engine inoperative, is not

assured and a forced landing may be required.

Note.— Defined points apply to helicopters operating in performance Class 2 only.

Take-off decision point (TDP). The point used in determining take-off performance from

which, an engine failure occurring at this point, either a rejected take-off may be made or a

take-off safely continued.

Note.— TDP applies only to helicopters operating in performance Class 1.


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Operations in performance Class 1. Operations with performance such that, in the event of a

critical engine failure, performance is available to enable the helicopter to safely continue the

flight to an appropriate landing area, unless the failure occurs prior to reaching the take-off

decision point (TDP) or after passing the landing decision point (LDP), in which cases the

helicopter must be able to land within the rejected take-off or landing area.

Operations in performance Class 2. Operations with performance such that, in the event of

critical engine failure, performance is available to enable the helicopter to safely continue the

flight to an appropriate landing area, except when the failure occurs early during the take-offmanoeuvre or late in the landing manoeuvre, in which cases a forced landing may be required.

Operations in performance Class 3. Operations with performance such that, in the event of

an engine failure at any time during the flight, a forced landing will be required.

VTOSS (VTOSS). The minimum speed at which climb shall be achieved with the critical engine

inoperative, the remaining engines operating within approved operating limits.


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Category A. With respect to helicopters, means a multi-engined helicopter designed with

engine and system isolation features specified in Annex 8, Part IVB, and capable of operationsusing take-off and landing data scheduled under a critical engine failure concept which assures

adequate designated surface area and adequate performance capability for continued safe

flight or safe rejected take-off.

Annex 6 part 3 - Attachment A

Section 4.1.1.4 Backup procedures (or procedures with lateral transition)

An operator should ensure that, with the critical engine inoperative, all obstacles below the

backup flight path (the lateral flight path) are cleared by an adequate margin. Only the

obstacles specified in 2.4.2 should be considered.


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B k k Th il d 18 22 A il 2016ICAO R i l W k h A 14 V l II H li t

Questions?
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ICAO Bangkok 2016 1 Overview Certification Applicability

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