The heliport is proposed to be built on the basis of the existing Smyshlyaevka airfield, due to cost savings on the construction of the airstrip and its geographical location.

Smyshlyaevka is the airport of local airlines in the city of Samara. It is located on the eastern outskirts of Samara (15 km east of the city center) in the Airport-2 microdistrict, which is part of the city. The Smyshlyaevka airfield is class 4, capable of receiving An-2, L-410 and lighter aircraft, as well as helicopters of all types. Since June 15, 2012, the airfield has been closed, converted into a landing site and used for aerial work.

Figure 7 - Smyshlyaevka Airport Scheme

Helicopter landing site requirements

In accordance with the Federal Aviation Rules "Requirements for landing sites located on a plot of land or water" developed in accordance with paragraph 7 of Article 40 of the Federal Law of March 19, 1997 No. 60-FZ "Air Code of the Russian Federation", landing sites must meet the following requirements.

A landing site intended for airplanes may be used by helicopters and other types of aircraft, subject to the requirements specified in these Rules.

The landing area must provide for a touchdown and takeoff zone (hereinafter referred to as the TLOF zone), a final approach and takeoff zone (hereinafter referred to as the FATO zone) and a safety zone.

A FATO may be located on or near an airplane landing runway or taxiway.

The FATO zone can be of any configuration and must be sized to:

For helicopters with a maximum takeoff mass of more than 3100 kg - place a circle with a diameter not less than a diameter equal to the length of the helicopter with rotating propellers (D) for which the given landing area is intended;

For helicopters with a maximum takeoff weight of 3100 kg or less, place a circle with a diameter of at least 0.83D of the largest helicopter that the landing site is intended to serve.

The average slope of the FATO zone in any direction is no more than 3%. The local slope of any part of the approach zone, measured by the size of the helicopter track, does not exceed 7%.

The surface of the FATO must be clear of obstructions and able to withstand the effect of the main rotor jet.

There shall be at least one TLOF on a landing site, which may be located within or outside the FATO.

The TLOF area may be of any configuration and must be of sufficient size to accommodate a 0.83D diameter circle of the helicopter (11.5 meters) for which the area is intended to operate.

The slopes of the TLOF zone are set to be sufficient to prevent accumulation of water on the surface of the zone, but should not exceed 2% in any direction, unless otherwise specified in the aircraft operating documentation.

The TLOF must be capable of withstanding the loading of the aircraft for which it is intended to land.

Surrounding the FATO is a safety zone, which does not have to be a hard surface.

In the security zone, it is not allowed to have objects that, due to their functional purpose, should not be located in this zone.

Objects that, due to their functional purpose, must be placed in the security zone, must be fragile objects and not higher than 0.25 meters. If they are located along the boundary of the FATO zone, then they should not go beyond the plane originating at a height of 0.25 meters above the boundary of the FATO zone and ascending away from the FATO zone with a gradient of 5%.

The safety zone surrounding a FATO intended for use by helicopters under visual meteorological conditions extends beyond the contour of the FATO to a distance of 0.5D of the helicopter the landing site is intended to serve.

When:

If the FATO is in the shape of a quadrilateral, each outer side of the safety zone must be at least 2D;

If the FATO is circular, the diameter of the safety zone must be at least 2D.

The safety zone surrounding the FATO zone intended for helicopter flights under instrumental meteorological conditions should have dimensions in the transverse direction, not less than 45 m on each side of the center line and in the longitudinal direction, not less than 60 m from the boundaries of the FATO zone.

The upward slope of the surface of the safety zone, when it is solid, away from the boundary of the FATO shall not exceed 4%.

On the landing site, it is ensured that obstacles on the side of the FATO are not higher than the side of the obstacle limitation extending at an upward slope of 45° from the edge of the safety zone to a height of 10 m.

In cases where the terrain or obstacles make it impossible to take off and land in two directions, landing sites with a start in one direction are allowed. In such cases, the distance from the end of the landing area, including the safety zone, to obstacles blocking the second direction of the air approach strip must be at least 2D (27.5 meters).

When using a curved climb and descent trajectory, an obstacle-free zone should provide the possibility of starting a turn during takeoff and completing a turn during landing at a height of at least 30 m for all classes of helicopter performance characteristics.

The helicopter stand must be large enough to accommodate a circle with a diameter equal to 1.2D of the helicopter for which the stand is to be used. In this case, the diameter of the circle is 16.5 meters.

If the parking area is used for turning the helicopter:

a) there is a protective zone around it, which extends laterally for a distance of 0.4D (5.5 meters) from the boundary of the parking lot;

b) the minimum size of the parking lot and the protection zone must be at least 2D.

If the landing site provides for the simultaneous maneuvering of helicopters over the stands, the protection zones of the helicopter stands and the taxi routes associated with them do not overlap.

If non-simultaneous maneuvering of helicopters over parking areas is envisaged, it is allowed to overlap the protective zones of helicopter parking areas and the taxi routes associated with them.

If the helicopter stand is intended for ground taxiing of helicopters having wheeled undercarriages, its dimensions must take into account the minimum turning radius of the helicopters for which the stand is intended to be located.

If a helicopter stand is used for through taxiing on the ground, the minimum width of the stand and associated protection zone must be at least as wide as the ground taxi route.

The central area of the helicopter stand must withstand the static load and the load caused by the movement of the helicopters for which it is intended to serve and must have:

a) a diameter of at least 0.83D of the helicopter it is intended to serve;

b) a width not less than the width of a ground taxiway for ground taxiing, if the helicopter stand is intended for through ground taxiing.

It is allowed to combine the TLOF zone and the parking area.

The slope of the helicopter parking area in any direction should not exceed 2%, unless otherwise provided by the operational documentation of the aircraft.

Helicopter storage areas that will not be engine-started must be of sufficient size for the safe storage of helicopters.

The ground taxiway width for ground taxiing shall be at least 1.5 times the gauge of the helicopter the taxiway is intended to serve.

The space above the taxiway for ground taxiing is cleared of obstacles on each side of the center line for a distance of at least 0.75D of the helicopter the taxiway is intended to taxi.

Longitudinal taxiway slope for taxiing on the ground of helicopters should not exceed 3%, transverse slope not more than 2%.

No objects are allowed on taxiways for ground taxiing of helicopters, except for fragile objects which, due to their function, must be there.

A taxiway for taxiing helicopters on the ground must be equipped in such a way as to exclude the impact of loose objects on the helicopter.

Taxiways intended for ground taxiing by helicopters and airplanes must meet the most stringent requirements for taxiways for airplanes and taxiways for ground taxiing of helicopters.

The taxiway width for air taxiing must be at least 2 gauges of the largest helicopter the taxiway is intended to taxi.

The space above the taxiway for air taxiing is cleared of obstacles in each direction from the center line of the taxiway at a distance not less than the diameter of the main rotor of the helicopter for which the taxiway is intended to taxi, the surface under the specified space must be suitable for emergency landing and must exclude damage to helicopters by loose objects.

The transverse and longitudinal slopes of the taxiway surface for air taxiing for helicopters shall not exceed 10% and 7%, respectively, or shall not exceed the slope limits specified in the operational documentation of the helicopters for which the taxiway is designed to taxi.

Helicopter landing pads with artificial turf must be identified by the letter "H" in white. On landing sites at healthcare facilities, the letter “H” is applied in red against a white cross.

The transverse line of the letter "H" must be located at right angles to the preferred direction of the final approach. The dimensions of the identification marking must not be less than the dimensions indicated in Figure 8.

Figure 8 - Identification marking of a landing site at a healthcare facility.

The rectangular FATO zone marking consists of three identical markings located along the border of each side, including the corner ones, at regular intervals. If the FATO is circular or otherwise, the minimum number of equally spaced markings is five. The white line marking the boundary of the FATO zone must be at least 0.3 m wide.

A TLOF zone marking should be provided if the perimeter of the TLOF zone is not clearly defined. The TLOF zone marking consists of a continuous white line at least 0.3 m wide.

The touchdown point marking is applied in such a way as to ensure that the helicopter is at a safe distance from any obstacle, if the helicopter pilot's seat is above the marking and is a yellow circle with a line width of at least 0.5 m and an internal diameter equal to 0.5 D of the helicopter, for landing of which the landing zone is intended.

Figure 9 - Scheme for marking the landing area with artificial turf

Helicopter landing sites without pavement shall be designated in accordance with these rules.

Unpaved landing site signs may be traffic signal cones or tires painted in a contrasting color or flags.

1 - working area of the landing site; 2 - truncated cone or prism; 3 - landmark flags or road signal cone or tire

Figure 10 - Designation of the working area of a heliport without artificial turf

At the parking area for artificial turf helicopters, the border of the central zone is marked with a yellow or orange line with a width of at least 0.15 m.

Parking areas that do not have artificial pavement are indicated by four traffic signal cones, tires or flags located at the corners of a square in which a circle can be inscribed, the size of 1.2D of the helicopter for which this parking lot is intended.

On pavement, the center lines of a ground taxiway and an air taxiway shall be marked with a dashed yellow or orange line 0.15 m wide and 1.5 m long with 3.0 m breaks.

Air taxi route markings over unpaved surfaces may be done with flags or traffic signal cones or tires.

Landing pads for helicopters are equipped with a wind indicator. The windsock must have dimensions not less than the dimensions indicated in Figure 11

Figure 11 - Windsock dimensions

font size

ORDER of the Ministry of Transport of the Russian Federation dated 04-03-2011 69 ON APPROVAL OF THE FEDERAL AVIATION REGULATIONS REQUIREMENTS FOR LANDING SITES... Relevant in 2018

III. Helicopter landing site requirements

18. A landing and take-off zone (hereinafter referred to as the TLOF zone), a final approach and takeoff zone (hereinafter referred to as the FATO zone) and a safety zone must be provided on the landing site.

19. A FATO may be located on or near an airplane landing runway or taxiway.

20. The FATO zone can be of any configuration and must be sized to:

for helicopters with a maximum takeoff weight of more than 3100 kg - place a circle with a diameter not less than a diameter equal to the length of a helicopter with rotating propellers (hereinafter - D), for which this landing site is intended;

for helicopters with a maximum takeoff weight of 3100 kg or less - place a circle with a diameter of at least 0.83D of the largest helicopter that the landing site is intended to serve.

21. The average slope of the FATO zone in any direction is no more than 3%. The local slope of any part of the approach zone, measured by the size of the helicopter track, does not exceed 7%.

22. The surface of the FATO must be clear of obstructions and capable of withstanding the effect of the main rotor blast.

23. There shall be at least one TLOF on a landing site, which may be located within or outside the FATO.

The TLOF area may be of any configuration and must be of sufficient size to accommodate a 0.83D circle of the helicopter for which the area is intended to fly.

The TLOF must be capable of withstanding the loading of the aircraft for which it is intended to land.

24. Surrounding the FATO zone is a safety zone, the surface of which does not have to be hard.

In the security zone, it is not allowed to have objects that, due to their functional purpose, should not be located in this zone.

When:

if the FATO is in the shape of a quadrilateral, each outer side of the safety zone must be at least 2D;

if the FATO is circular, the diameter of the safety zone must be at least 2D.

The safety zone surrounding the FATO zone intended for helicopter flights under instrumental meteorological conditions must have dimensions in the transverse direction, not less than 45 m on each side of the center line and in the longitudinal direction, not less than 60 m from the boundaries of the FATO zone.

The upward slope of the surface of the safety zone, when it is solid, away from the boundary of the FATO shall not exceed 4%.

25. At the landing site, ensure that obstacles on the side of the FATO are not higher than the side of the obstacle limitation extending at an upward slope of 45° from the edge of the safety zone to a height of 10 m.

26. In cases where the terrain or obstacles make it impossible to take off and land in two directions, landing sites with a start in one direction are allowed. In such cases, the distance from the edge of the landing area, including the safety zone, to obstacles blocking the second direction of the air approach strip must be at least 2D.

27. The helicopter parking area is designated in accordance with Appendix No. 4 to these Rules and must have dimensions sufficient to place a circle with a diameter equal to 1.2D of the helicopter for which the parking area is planned to be used.

If the parking area is used for turning the helicopter:

a) a protective zone is located around it, which extends laterally at a distance of 0.4D from the boundary of the parking area;

b) the minimum size of the parking lot and the protection zone must be at least 2D.

If the landing site provides for the simultaneous maneuvering of helicopters over the stands, the protection zones of the helicopter stands and the taxi routes associated with them do not overlap.

If non-simultaneous maneuvering of helicopters over parking areas is envisaged, it is allowed to overlap the protective zones of helicopter parking areas and the taxi routes associated with them.

If a helicopter stand is used for through taxiing on the ground, the minimum width of the stand and associated protection zone must be at least as wide as the ground taxi route.

28. The central area of the helicopter parking area must withstand the static load and the load caused by the movement of helicopters, for which it is intended to serve and must have:

a) a diameter of at least 0.83D of the helicopter it is intended to serve;

b) a width not less than the width of a ground taxiway for ground taxiing, if the helicopter stand is intended for through ground taxiing.

It is allowed to combine the TLOF zone and the parking area.

The slope of the helicopter parking area in any direction should not exceed 2%, unless otherwise provided by the operational documentation of the aircraft.

29. Helicopter storage areas that will not be powered by engines should be of the size necessary for the safe storage of helicopters.

30. The width of a ground taxiway for ground taxiing shall be at least 1.5 times the gauge of the helicopter the taxiway is intended to serve.

31. The space above the taxiway for taxiing on the ground is cleared of obstacles in each direction from the center line for a distance of at least 0.75D of the helicopter, for taxiing of which the taxiway is intended.

Longitudinal taxiway slope for taxiing on the ground of helicopters should not exceed 3%, transverse slope not more than 2%.

No objects are allowed on taxiways for ground taxiing of helicopters, except for fragile objects which, due to their function, must be there.

A taxiway for taxiing helicopters on the ground must be equipped in such a way as to exclude the impact of loose objects on the helicopter.

Taxiways intended for ground taxiing by helicopters and airplanes must meet the most stringent requirements for taxiways for airplanes and taxiways for ground taxiing of helicopters.

32. The taxiway width for air taxiing must be at least 2 gauges of the largest helicopter the taxiway is intended to taxi.

33. Helicopter landing pads with artificial turf must have an identification marking - the letter "H" in white. On landing sites at health care institutions, the letter "H" is applied in red against a white cross.

The rectangular FATO zone marking consists of three identical markings located along the border of each side, including the corner ones, at regular intervals in accordance with Appendix No. 6 to these Rules. If the FATO is circular or otherwise, the minimum number of equally spaced markings is five. The white line marking the boundary of the FATO zone must be at least 0.3 m wide.

A TLOF zone marking should be provided if the perimeter of the TLOF zone is not clearly defined. The TLOF zone marking consists of a continuous white line at least 0.3 m wide.

34. Helicopter landing sites without artificial pavement are designated in accordance with Appendix No. 7 to these Rules.

Unpaved landing site signs may be traffic signal cones or tires painted in a contrasting color or flags.

In winter, traffic signal cones, tires and flags can be replaced by branches of coniferous trees.

35. At the parking lot of artificial turf helicopters, the border of the central zone is marked with a yellow or orange line with a width of at least 0.15 m.

36. On artificial pavement, the center lines of a taxiway for taxiing on the ground and a taxiway for taxiing through the air are marked with a dotted yellow or orange line 0.15 m wide and 1.5 m long with 3.0 m gaps.

Air taxi route markings over unpaved surfaces may be done with flags or traffic signal cones or tires.

37. Landing pads for helicopters are equipped with a wind indicator. The wind indicator must have dimensions not less than those specified in Appendix No. 3 to these Rules.

The color, location and design of the windsock must comply with the requirements of paragraph 16 of these Rules.

TYPICAL TECHNOLOGICAL CARD (TTK)

CONSTRUCTION OF A GROUND HELICOPTER

I. SCOPE

1.1. A typical technological map (hereinafter referred to as TTK) is a comprehensive regulatory document that establishes, according to a specific technology, the organization of work processes for the construction of a structure using the most modern means of mechanization, progressive designs and methods of performing work. They are designed for some average working conditions. The TTK is intended for use in the development of Work Execution Projects (PPR), other organizational and technological documentation, as well as for the purpose of familiarizing (training) workers and engineering and technical workers with the rules for performing work on the construction of a ground helipad.

Fig.1. Ground helipad

1.2. This map provides instructions on the organization and technology of work on the construction of a ground helipad by rational means of mechanization, data on quality control and acceptance of work, industrial safety and labor protection requirements in the production of work.

1.3. The regulatory framework for the development of technological maps are: SNiP, SN, SP, GESN-2001 ENiR, production norms for the consumption of materials, local progressive norms and prices, norms for labor costs, norms for the consumption of material and technical resources.

1.4. The purpose of the creation of the TC is to describe solutions for the organization and technology of work on the construction of a ground helipad in order to ensure their high quality, as well as:

- cost reduction of works;

- reduction of construction time;

- ensuring the safety of work performed;

- organization of rhythmic work;

- rational use of labor resources and machines;

unification of technological solutions.

1.5. On the basis of the TTC, as part of the PPR (as mandatory components of the Work Execution Project), Working Flow Charts (RTC) are developed for the performance of certain types of work on the construction of a ground helipad. Working technological maps are developed on the basis of standard maps for the specific conditions of a given construction organization, taking into account its design materials, natural conditions, the available fleet of machines and building materials, tied to local conditions. Working technological maps regulate the means of technological support and the rules for the implementation of technological processes in the production of work.

Design features for the construction of a ground helipad are decided in each specific case by the Detailed Design. The composition and level of detail of materials developed in the RTC are established by the relevant contracting construction organization, based on the specifics and scope of work performed. Working technological maps are considered and approved as part of the PPR by the head of the General Contracting Construction Organization, in agreement with the Customer's organization, the Customer's Technical Supervision.

1.6. The technological map is intended for foremen, foremen and foremen who perform work on the construction of a ground helipad, as well as employees of the Customer's technical supervision and is designed for specific conditions for performing work in the III temperature zone.

II. GENERAL PROVISIONS

2.1. The technological map has been developed for a complex of works on the construction of a ground helipad.

2.2. Work on the construction of a ground helipad is carried out during the growing season from May 20 to September 20, in one shift, the working hours during the shift are:

Where 0.06 is the coefficient of efficiency reduction due to the increase in the duration of the work shift from 8 hours to 10 hours.

2.3. The scope of work sequentially performed during the construction of a ground helipad includes:

- geodetic breakdown of the site;

- cutting of the vegetative layer of soil;

- arrangement of embankment from quarry soil;

- the device of the crushed stone basis;

- installation of reinforced concrete floor slabs.

2.4. During the construction of the helipad, the main materials used are: crushed stone fraction 40-70 mm and fraction 10-20 mm , M 800 meeting the requirements of GOST 8267-93; building sand meeting the requirements of GOST 8736-93; reinforced concrete airfield smooth slabs PAG-14, size 6.0x2.0x0.14 m, 4.2 tons meeting the requirements of GOST 25912.0-91, GOST 25912.1-91.

2.5. The technological map provides for the performance of work by an integrated mechanized link consisting of: an excavator Volvo EC-290B (bucket capacity 1.25 m); bulldozer B170M1.03VR (based on T-170, blade capacity 4.28 m); soil roller DU-85 (operating weight 13.0 t) and truck crane KS-55713-1 "Galicianin" (capacity 25.0 t) as a leading mechanism.

Fig.2. Single bucket excavator Volvo EC-290B

Fig.3. Bulldozer B170M1.03VR

Fig.4. Soil roller DU-85

Fig.5. Automobile crane KS-55713-1

Fig.6. Crane capacity chart depending on the presence and reach of the boom

2.6. Works on the device of the helipad should be carried out, guided by the requirements of the following regulatory documents:

- SP 48.13330.2011. Organization of construction;

- SNiP 3.01.03-84. Geodetic works in construction;

- SNiP 3.02.01-87. Earthworks, foundations and foundations;

- SNiP 2.02.05-85. Car roads. Design standards;

- SNiP 3.06.03-85. Car roads. Rules for the production of works;

- SNiP 2.05.07-97*. Industrial transport;

- Manual to SNiP 2.05.07-85. Design of subgrade and drainage of railways and highways of industrial enterprises;

- SNiP 12-03-2001. Labor safety in construction. Part 1. General requirements;

- SNiP 12-04-2002. Labor safety in construction. Part 2. Construction production;

- RD 11-02-2006. Requirements for the composition and procedure for maintaining as-built documentation during construction, reconstruction, overhaul of capital construction facilities and the requirements for certificates of examination of work, structures, sections of engineering and technical support networks;

- RD 11-05-2007. The procedure for maintaining a general and (or) special journal for recording the performance of work during construction, reconstruction, overhaul of capital construction projects.

III. ORGANIZATION AND TECHNOLOGY OF WORK PERFORMANCE

3.1. In accordance with SP 48.13330.2001 "Organization of construction", prior to the commencement of construction and installation works at the facility, the Contractor is obliged to obtain from the Customer design documentation and permission to perform construction and installation works in accordance with the established procedure. Work without permission is prohibited.

3.2. Prior to the commencement of work on the construction of the helipad, it is necessary to carry out a set of organizational and technical measures, including:

- appoint persons responsible for the quality and safe performance of work, as well as their control and quality of performance;

- briefing the members of the safety team;

- place the necessary machines, mechanisms and inventory in the work area;

- arrange temporary passages and entrances to the place of work;

- provide communication for operational and dispatching control of the production of works;

- establish temporary inventory household premises for the storage of building materials, tools, inventory, heating workers, eating, drying and storing work clothes, bathrooms, etc.;

- provide workers with tools and personal protective equipment;

- prepare places for storing materials, inventory and other necessary equipment;

- provide the construction site with fire-fighting equipment and signaling equipment;

- draw up an act of readiness of the object for the production of work;

- obtain permits for the performance of work from the technical supervision of the Customer.

3.3. The following preparatory work must be carried out before the heliport is constructed:

- geodetic breakdown of the site was made;

- prepared areas for storage of materials;

- temporary access roads are arranged;

- machines and mechanisms are prepared for work;

- Prepared inventory, fixtures and means for the safe conduct of work.

The completion of the preparatory work is recorded in the General Journal of Works (The recommended form is given in RD 11-05-2007).

3.4. Geodetic stakeout

3.4.1. The geodetic breakdown of the site consists in designating its dimensions on the ground. The breakdown is carried out in two planes: horizontal and vertical. With a horizontal breakdown, the position of the axes is determined and fixed on the ground, and with a vertical breakdown, the estimated height of the site. The breakdown is carried out from the axis of the access road.

3.4.2. The layout of the site begins with finding and fixing the longitudinal axis of the access road, performing the following actions:

- restore the axis of the access road;

- measure with a steel tape (twice) the distance from the center of the site to the specified PC on the longitudinal axis of the road;

- a steel nail 100-120 mm long is hammered at the obtained point;

- the theodolite is centered over the nail and the angle between the longitudinal axis of the road and the axis of the site is transferred to nature, it must be equal to the design value;

- fix the resulting longitudinal axis of the site with four control posts, along the edges, center and at the longitudinal axis of the access road;

- transfer to the control posts the mark of the nearest benchmark, as well as the marks of the top of the subgrade and each layer of pavement;

break the outlines of the site according to the scheme (see Fig. 7) with fixing its contours with pegs hammered at a distance of 1.0-1.5 m from the edge of the site.

Fig.7. Helipad layout and pavement design

Fixing signs (pegs with marks) are kept until the site is handed over to the customer. Stakeout points damaged in the course of work must be immediately restored.

3.4.3. The completed work is presented to the Customer's technical supervision for inspection and signing of the Acceptance Certificate for the geodetic layout of the site, in accordance with SNiP 3.01.03-84.

3.5. Cutting the vegetation layer of the soil

3.5.1. When cutting the vegetation layer of the soil, the technological map provides for the following sequence of work:

- cutting by "shuttle method" of the vegetative layer of soil of groups I, II by a bulldozer and moving to dumps at the boundaries of the site;

- storage and hilling of soil.

3.5.2. When cutting the soil of the vegetative layer bulldozer B170M1.03VR "shuttle way" filling the dump with soil, its movement is carried out when the bulldozer moves forward, and idling - when the bulldozer moves in reverse along the same straight line.

The area of the construction site is divided into five sections. First, the bulldozer cuts the soil of the vegetation layer on the longitudinal grip and transports it to the nearest dump, the soil movement path is selected according to the shortest distance, the surface of the movement path should be pre-leveled with a bulldozer.

Upon completion of work on the first grip, the bulldozer turns around and works on the second longitudinal grip. Cutting the soil of the vegetation layer with a bulldozer on the first and second grips is carried out from the middle of the site in both directions, forming a two-sided placement of dumps. Then the soil is cut off on the third grip located at the far side of the site, perpendicular to the first and second; then on the fourth and fifth, located at the exit from the helipad perpendicular to the first and second grips (see Fig. 8).

Fig.8. Scheme of the production of work when cutting the vegetative layer of the soil with a bulldozer

3.5.3. The full cycle of the bulldozer consists of the following operations:

- lowering the blade and setting it to the required position;

- slaughtering and filling the dump with soil;

- moving the soil of the vegetative layer to the place of laying;

- unloading (laying) the soil of the vegetative layer into the dump;

- the return of the bulldozer to the face.

3.5.4. An increase in the productivity of bulldozers used in the development of soil of a vegetative layer can be achieved by combining operations:

- lifting the blade with unloading and leveling the soil;

- lowering the blade with switching the tractor gear and starting the bulldozer in reverse.

3.5.5. The cutting of the soil of the vegetation layer is carried out in straight sections according to the wedge pattern. The wedge scheme of cutting the soil with the use of variable (in height) deepening of the blade ensures the most complete filling of it with soil and the use of the traction capabilities of the tractor. To ensure that the soil is cut and set, the cutting edge of the bulldozer blade must always be sharp.

When cutting the soil of the vegetation layer, the blade of the bulldozer blade is set at an angle of up to 60 ° to the horizontal surface.

3.5.6. Transportation of the soil of the vegetative layer to a rise of more than 10 ° (1: 5.6) should be carried out only in exceptional cases, since the productivity of the bulldozer is significantly reduced in this case.

3.5.7. Unloading the soil of the vegetation layer in the embankment is carried out by sharply raising the blade at the end of transportation at a distance of 1.0 to 1.5 m when the bulldozer moves forward and then leveling the dumped soil with the back side of the blade when the bulldozer reverses. Moving the soil of the vegetation layer at short distances or on the rise is carried out in the first gear of the tractor, and for longer distances - in the second gear. The unloading of the soil of the vegetation layer should be carried out at the speed of the gear at which the soil is moved by the bulldozer.

3.5.8. The reverse (idle) run of the bulldozer should be performed at higher speeds.

3.5.9. The soil of the vegetative layer transferred to the dump should be protected from erosion and weathering by means of bunding, compaction, and shelter.

3.5.10. When leveling the surface with a bulldozer, it is planned to move soil up to a distance of 30 m. Leveling is carried out in strips equal to the width of the bulldozer blade, with a working stroke in one direction.

3.5.11. The completed work is submitted to the Customer's technical supervision for inspection and signing of the Certificate of Examination of Hidden Works on Cutting the Vegetative Layer of Soil from the Construction Site, in accordance with Appendix 3, RD-11-02-2006 and permission for subsequent work on the embankment.

3.6. Site embankment erection

3.6.1. During the construction of the embankment, the following work is performed:

- development of soil in a quarry with an excavator;

- dumping of soil into the embankment by dump trucks;

- leveling the soil with a bulldozer;

- soil moistening (if necessary);

- leveling the surface of the embankment layer with a bulldozer;

- compaction of the embankment layer with a soil roller;

- cleaning and final finishing of embankment slopes with an excavator.

3.6.2. Prior to the commencement of works on the construction of the embankment, it is necessary to make calculations to determine the parameters of the embankment being arranged, including: the thickness of the technological layers of the embankment being poured.

The layer thickness is taken depending on the roller used - in our case, it is used soil roller DU-85 for dusty sand and sandy loam, from which the embankment of the site is poured, the thickness of the compacted layer is 35-45 cm.

3.6.3. Soil for filling the embankment is being developed with the route reserve excavator Volvo EC-290B and delivered to the place of work dump trucks KAMAZ-65115 (see fig. 9). The delivered soil is unloaded from dump trucks onto the surface of the site in heaps. The distance between the centers of the unloaded heaps of soil is

Fig.9. The device of the embankment of the site from quarry soil

Maintaining the required distance will not only guarantee the required thickness of the backfilled soil layer and ensure the quality of its compaction, but will also minimize the work of the bulldozer to level the heaps and save time and fuel. Reception of soil at the place of unloading is carried out by a road worker of the 3rd category. The worker gives a signal for the approach and departure of the car, regulates the movement of cars along the width of the embankment so that rutting is not created and a more uniform compaction of the layer is ensured. Soil filling into the embankment should be carried out from the edges to the middle in layers over the entire width of the site, including slopes. The width of the embankment was taken to be 0.5 m larger on each side to compact the edge parts adjacent to the slope. Subsequent backfilling of edge or sloping parts is not allowed.

State Design and Survey

and research institute

AEROPROJECT

MANAGEMENT

for the design of heliports

AND LANDING SITES FOR CIVIL AVIATION HELICOPTERS

(Supplemented by Mi-26, Ka-32 helicopters)

Department of Scientific and Technical Information

Moscow, 1970

The Guidelines provide the basic definitions, general provisions and constituent elements of heliports and landing sites, the composition of buildings and structures, the requirements for the mutual location of an unpaved airstrip or runway, stands, taxiways, mooring pads and aprons at a heliport, design loads for runways , ladders in anchor fastenings of mooring areas and stands, as well as the loads on the main and front legs of the helicopter in the parking lot.

On the basis of flight tests of the State Research Institute of Civil Aviation, the dimensions of the working area of heliports (landing sites) and air approaches to them, ensuring the safety of helicopter operation, are given.

This "Guide" should be used in the survey, design and operation of heliports and landing sites intended for civil aviation helicopters.

The previously published "Technical requirements for heliports of the Civil Air Fleet" (order of the Main Air Force Fleet No. 784 dated December 20, 1963), as well as sections of other guidance documents regarding the size of land-based heliports, landing sites and air approaches to them, shall be considered invalid.

Guidelines for the design of heliports and landing sites for civil aviation helicopters were developed by the State Design Institute and the Research Institute of Civil Aviation "Aeroproject" with the participation of the State Research Institute of Civil Aviation and approved by the Ministry of Civil Aviation on 06/25/1970.

Responsible executors: senior researcher of the State Pilot Institute and Research Institute of Civil Aviation "Aeroproject" Candidate of Technical Sciences Borodach A.I. and head of the department of the State Research Institute of Civil Aviation Bubnov A.A.

UDC 625.712.65:629.735.45

Editor A.M. Nazarkin, correction and addition by Ya.V. Freezing

1. General requirements 6

2. Airstrips and air approaches to them 7

3. Parking places, mooring platforms, taxiing

Walkways and platforms 12

4. Service and technical area 17

5. Surface heliports and landing sites 18

6. Heliports and landing sites at airports 19

Applications

1. Marking of heliports and landing sites 22

2. Basic flight performance

civil aviation helicopters 28

I. BASIC DEFINITIONS AND GENERAL PROVISIONS
§1. Heliport- a specially prepared site with a complex of structures and equipment that provides take-offs, landings, taxiing, storage and maintenance of helicopters.

§2. landing pad- a piece of terrain or various structures suitable for takeoffs and landings of helicopters.

§3. Heliports and landing sites may be permanent or temporary. The former include heliports equipped for the permanent operation of helicopters, duly registered and having certificates of registration.

Temporary- heliports and landing sites that do not have stationary equipment and are prepared for takeoffs and landings of helicopters for a limited period (no more than one year).
Note. The conditions of flight work on them correspond to flights with the selection of landing sites from the air.
Flights from temporary heliports and landing sites are permitted in the following cases:

during flights with sanitary assignments;
performance of aviation-chemical works;
carrying out transport and communication flights to serve geological and other expeditions;
rescue operations;
production of filming and search works;
in other types of work where episodic jobs are performed, not the same area.

Heliports (landing sites) are subject to the requirements for airfields listed in Chapter IV (§ 30-38) of the Air Code of the USSR.

§4. Permanent heliports are divided into three classes:

for operation of helicopters of all classes;
for operation of helicopters II, III and IV classes;
for operation of helicopters III and IV classes.

§5. The main components of the heliport are:

airstrip;

air approach lanes;
taxiways;
helicopter parking areas;
platform;
mooring platforms;
service and technical territory.

Airstrip (LP)- a section of the heliport, specially selected according to the conditions of wind load, terrain and air approaches, providing takeoff and landing of helicopters in two mutually opposite directions.

The runway includes: the working area, end and side stripes,

Working area- part of the runway, intended for takeoff and takeoff during takeoff, landing run when landing helicopters.

Runway strip(Runway) - the working area of the airstrip or part of it, which has an artificial surface and provides year-round operation of helicopters.

End safety lanes (KPB)- planned sections of the airstrip, located at the ends of its working area. They are intended for use when helicopters roll out or land prematurely during takeoff and landing on an airplane, as well as roll out outside the movement area to cancel speed and in the event of an aborted takeoff.

Shoulder strips (BLB)- unpaved sections of the airstrip located along its movement area and designed to ensure the safety of movement on the ground in case of possible deviations of helicopters outside the movement area during takeoff and run.

Air approach lanes (VFR)- a part of the territory adjacent to the ends of the airstrip and located in the direction of the continuation of its axis, over which climb and turn during take-off are performed, as well as approach and descent of the helicopter.

Obstacles- natural and artificial elevations located on the territory adjacent to the heliport (landing area), which can cause an accident during flights.

The height of obstacles in the air approach strip is limited by a conditional inclined plane making an angle with the horizon θ . In plan, this plane has the shape of a trapezoid ( a, b, c, d).

The lateral obstacle limitation plane is a conditional plane passing from the outer edge of the shoulder at an angle β to the same height as the obstacle limitation plane in the direction of the air approach strip (Fig. 1).

Taxiways (RD)- specially prepared and equipped tracks designed for taxiing and towing helicopters. Taxiways interconnect the individual elements of the heliport (landing area).

Parking place (MS)- specially made and equipped platforms intended for storage of operational maintenance of helicopters.

Platform- a platform intended for helicopter parking during embarkation and disembarkation of passengers, loading and unloading of mail, baggage and cargo, as well as for maintenance of transit helicopters.

Mooring platforms (SHP)- platforms with artificial turf specially equipped with anchors, intended for testing helicopters on a leash that provides forced operation of the engines, and for carrying out life tests of helicopters.

Service and technical territory (STT)- part of the heliport site, on which passenger, service and technical buildings and engineering structures are located.

§6. According to their production and operational-technological purpose, permanent heliports (landing sites) are divided into transport and special applications.

Transport- designed to provide regular passenger, postal and freight traffic on local air lines. They can be located on the ground, on the roofs of buildings, on special platforms raised above the ground or water surface.

In turn, transport heliports are divided into base, terminal and intermediate.

Basic Heliports are called permanently based helicopters, providing them forms of routine maintenance.

final called heliports, in which the helicopter completes its flight along a given route. They carry out the complete unloading of the helicopter, maintenance and loading to return to the base heliport.

intermediate heliports are called, in which the helicopter lands according to the schedule when flying along a given route,

Heliport for special applications- designed for basing and maintenance of helicopters performing aviation-chemical, geological exploration and other works of national economic importance, including the provision of emergency medical care to the population.

Fig.1. The main elements of the heliport: 1 - access road; 2 - station square; 3 - terminal (passenger pavilion); 4 - service and technical territory; 5 - platform; 6 - individual helicopter parking area (MC); 7 - taxiways; 8 - group MS; 9 - mooring area; 10 - unpaved airstrip or runway; 11 - side plane of obstacle limitation; 12 - plane of limitation of obstacles in the strip of air approaches.

§7. Flights from heliports and landing sites must be conducted in accordance with the Helicopter Flight Manual.

§8. When developing the layout of the service and technical territory of heliports and determining the basic norms for the area of volumetric structures, it is necessary to be guided by the "Guidelines for the planning and development of the service and technical territory of civil aviation airports".

II. PERMANENT HELIFROMES AND LANDING SITES
1. General requirements

§9. The land plot intended for the construction of the heliport must meet the following requirements:

have sufficient dimensions for the location of one or more airstrips and service and technical territory, taking into account the prospective development of the heliport;
to have free air approaches to the working area;
not to be in an area where adverse atmospheric conditions are regularly observed (low cloudiness, fog, flooding with storm or flood waters), as well as near plants, factories, thermal power plants and other objects that create smoke and thereby worsen visibility conditions;
not be located in close proximity to residential areas and not interfere with the prospective development of the settlement;
be near power supply sources, heating lines, water supply, communications, sewerage, land transport and metro stations;
have minimal development costs. The minimum areas of land required for the construction of heliports are given in Table 1.

§10. The heliport working area (landing area) should be a site with solid ground and dense turf cover (where possible) to prevent dust, blowing and erosion of soils, as well as the formation of dirt.
Table 1. Areas of land plots min.

Weight categories helicopters	Land area, ha
Weight categories helicopters	Intermediate heliport	terminal heliport	base heliport
Heavy (Mi-6, Mi-10K, Mi-26)	2,5	4,0	25
Medium (Mi-4, Mi-8)	1,5	2,5	12
Light (Mi-2, Ka-2b, Ka-18)	1,0	1,5	8

§eleven. Heliports and landing sites, combined with transport and other city facilities, are located on the flat roofs of these buildings only if there is no necessary land nearby.

§12. On the roof of the building, in addition to the working area, MS and other components of the heliport (landing area), it is recommended to build only the control room. Passenger, service and utility rooms should be located on the technical floor. In the direction of takeoff and landing, it is necessary to provide for a free area, in the form of a lawn square with low shrubs, sports grounds, etc. for an emergency landing of a helicopter in autorotation mode.

§13. When heliports and landing sites are located in mountain gorges, the width of the gorge should be at least 1500m for heavy helicopters (Mi-26 type) and 1000m for medium (Mi-8, Mi-4) and light (Mi-2, Ka-26 and etc.).

§14. When constructing heliports and landing sites on river spits and banks of water bodies, the top layer of which consists of pebbles or compacted sand, it is necessary to pay special attention to the quality of the underlying layer, which must withstand the load from helicopter wheels.

§15. Heliports and landing sites must have a wind indicator cone of the established type for local overhead lines. The mast on which the windsock is attached must have a height of 6÷8m.

§16. To perform takeoff and landing operations at night and in conditions of poor visibility, permanent heliports and landing sites must have radio navigation and lighting equipment, temporary - simplified lighting equipment.
2. Airstrips and air approaches to them

§17. The number of airstrips is taken depending on local conditions, the size of the land plot, its topography, traffic intensity, air approaches, speed and direction of the prevailing winds. If there is a free area, a calm terrain and free air approaches, the working area should be taken in the form of a circle or a square, the shape of which is the most optimal for ensuring takeoff and landing of helicopters. In the absence of these conditions, the working area is taken in the form of an elongated rectangle (flight strip), which allows the device to take off only in two mutually opposite directions.

The diameter of the circle and the dimensions of the square are taken according to the length of the design runway for the corresponding type of helicopter. The marking of the movement area of heliports and landing sites is given in Annex 1.

§18. In case of insufficient bearing capacity of the soil or its dustiness, when the operation of helicopters is not ensured at any time of the year, an artificial runway is arranged on the unpaved airstrip, in its central part, as indicated in Fig. 2.

Fig.2. A - unpaved airstrip (LP); B - airstrip with runway; 1- working area; 2 - side strip of safety (BPB); 3 - end safety strip (KPB); 4 - air approach strip (VAR); 5 - paved runway (runway).

§19. The design of artificial pavements for heliports (landing sites) is calculated in accordance with the Technical Specifications for the Design of Aerodrome Pavements SN 120-70. The load on the supports during parking is given in table 2.
Table 2. Distribution of loads on helicopter legs during parking.

helicopter model	Estimated helicopter weight, kg	Load distribution, %
helicopter model	Estimated helicopter weight, kg	front support	Main supports
Mi-2	3550	25,6	74,4
Mi-4	7500	17,0	83,0
Mi-6	42500	23,0	77,0
Mi-10K	38000	18,8	81,2
Mi-26	56000	20,0	80,0
Ka-26	3250	20,0	80,0
Ka-18	1480	16,0	84,0

Note. The main characteristics of domestic helicopters, necessary for calculating the structure of artificial surfaces and solving the layout of heliports, are given in Appendix 2.
§20. The surface of the airstrips of heliports (landing sites) must have slopes that ensure the normal operation of helicopters, as well as the natural runoff of surface water.

The maximum allowable runway slopes for permanent land heliports and landing sites are shown in Table 3.

Table 3. Runway and runway slopes.

Weight category of helicopters	Unpaved airstrip		Paved runway
Weight category of helicopters	longitudinal slope	cross slope	longitudinal slope	cross slope
Heavy (Mi-6, Mi-26)	0,025	0,02	0,02	0,015
Medium and light (Mi-8, Mi-4, Mi-2, Ka-26, Ka-18)	0,03	0,02	0,025	0,015

unpaved airstrip - 0.005;

Runway with artificial turf - 0.008 (transverse).

It is most rational to arrange a gable transverse profile of heliport artificial pavements.

The slopes of the working area of heliports and landing sites located on the roofs of buildings and elevated platforms should not exceed 0.01.

§21. Dimensions of heliport runways, landing areas and air approaches to them are given in Table 4 and Figure 3.
Table 4. Dimensions of elements of heliports and landing sites, as well as air approaches to them 1 .

No. pp	Name of the unit of measurement	Helicopter type
No. pp	Name of the unit of measurement	Mi-6, Mi-10K	Mi-8	Mi-4	Mi-2	Ka-26,
1	Minimum dimensions of airstrips during takeoffs and landings, m:
	- in an airplane way or with a short take-off run, including working area	250x100 200x50	180x60 150x30	150x60	150x45	120x40 100x20
	- in a helicopter way, taking into account the influence of the "air cushion", including working area	200x100	120x60	120x60	120x45	100x40
	- in a helicopter way, taking into account the influence of the "air cushion", including working area	100x100	60x60	60x60	36x36	36x36 16x16
2	Minimum runway dimensions for permanent heliports and landing sites during takeoffs and landings, m:
		200x50	120x30	90x30	110x25	80x20
	- helicopter style 2	50x50	30x30	30x30	16x16	16x16
3	Minimum dimensions of the working area of temporary heliports of landing sites during takeoffs and landings, m:
	- in an airplane or with a short run-mileage	200x50	120x30	90x30	110x25	80x20
	- helicopter style 3	30x30	10x10	10x10	6x6	6x6
4	Minimum dimensions of end and side strips l 3 , surrounding the working area of heliports and landing sites, m 4	25	15	15	10	10
5	Height h limited by obstacles in the area of air approaches of heliports or landing sites, m	150	150	150	150	150
6	Minimum dimensions of air approach sections l 1 And l 2 , m, as well as the maximum values of the tangents of the angles of inclination of the conditional plane of the restriction of obstacles tg θ 1 , tg θ 2 during takeoffs and landings:
	a) in an airplane-like and helicopter-like way using the effect of an "air cushion":
	l 1	100	100	100	100	100
	l 2	1160	1120	1160	1160	1150
	tg θ 1	1:20	1:10	1:20	1:20	1:15
	tg θ 2	1:8	1:8	1:8	1:8	1:8
	tgβ	1:2	1:2	1:2	1:2	1:2
	bell width ( b) conditional obstacle limitation plane at the end of the section l 1 , m	150	100	100	85	80
	bell width ( b 1 ), conditional obstacle limitation plane at the end of the section l 2 , m	700	660	660	645	640
	b) in a helicopter way without using the influence of the "air cushion":
	l 1	300	300	300	300	300
	tg θ 1	1:2	1:2	1:2	1:2	1:2
	tgβ	1:1	1:1	1:1	1:1	1:1
7	The minimum dimensions of landing sites located on the tops of mountains, saddles, terraces with open air approaches in the direction of the launch, m	50x50	40x30	30x25	30x25	30x25
	wherein:
	- how to take off or land on this site	like a helicopter without using the influence of the "air cushion"		like a helicopter using the influence of an "air cushion"	helicopter-like using the influence of the "air cushion"	like a helicopter using influence "air cushion"
	- the minimum excess of such a site over the general terrain in the direction of take-off should be, m	0	300	300	300	300
	- minimum distance from the platform to obstacles, m	500	500	500	500	500
8	Minimum dimensions of landing sites located on the roofs of buildings and elevated platforms, m	45x35	25x20	25x20	20x15	20x15

Note. 1. Dimensions of airstrips and air approaches to them are given without taking into account engine failure.

2. A hovercraft takeoff is performed with the approaches specified in paragraph 6(a).

3. Takeoff without using the influence of an air cushion on approaches that meet only the conditions of paragraph 6(b).

4. On the end and side safety strips of temporary heliports and landing sites, providing takeoff and landing in an airplane or with a short takeoff run, obstacles with a height of not more than 0.5 m are allowed. The exception is temporary heliports and landing sites, which provide take-off and landing only in a helicopter. In this case, no obstacles are allowed on the end safety lanes.


Ministry of Transport of the Russian Federation (MINISTRY OF TRANSPORT OF RUSSIA)
ORDER
_________________________		№_________________________

On the approval of the Federal Aviation Rules

In accordance with Article 40 of the Federal Law of 01.01.01 "Air Code of the Russian Federation" (Collected Legislation of the Russian Federation, 1997, No. 12, Art. 1383; 1999, No. 28, Art. 3483; 2004, No. 35, Art. 3607, No. 45, article 4377; 2005, No. 13, article 1078; 2006, No. 30, articles 3290, 3291; 2007, No. 1 (part 1), article 29, No. 27, article 3213, No. 46, item 5554, No. 49, item 6075, No. 50, item 6239, 6244, 6245, 2008, No. 29 (part 1), item 3418, No. 30 (part 2), item 3616 ; 2009, No. 1, article 17, No. 29, article 3616)

1. Approve the attached Federal Aviation Rules "Requirements for landing sites located on the surface of the earth or water."

2. Establish that this order comes into force 90 days from the date of official publication.

APPROVED

order of the Ministry of Transport of Russia

dated _______________ No. ____

FEDERAL AVIATION REGULATIONS

"Requirements for landing sites located on the surface of the earth or water"

I. General provisions

2. The Federal Aviation Rules “Requirements for landing sites located on the surface of the earth or water” (hereinafter referred to as the “Rules”) were developed in accordance with Article 40 of the Federal Law of 01.01.01 “Air Code of the Russian Federation” (Collected Legislation of the Russian Federation, 1997 , No. 12, item 1383; 1999, No. 28, item 3483; 2004, No. 35, item 3607, No. 45, item 4377; 2005, No. 13, item 1078; 2006, No. 30, item 3290 , 3291; 2007, No. 1 (part 1), item 29, item 27, item 3213, item 46, item 5554, item 49, item 6075, item 50, item 6239, 6244, 6245, 2008 , No. 29 (part 1), article 3418, No. 30 (part 2), article 3616; 2009, No. 1, article 17, No. 29, article 3616) and establish requirements that are mandatory for the owner of the landing sites.

3. The requirements of these Rules do not apply to:

sites for performing a single landing, selected from the air or examined from the ground;

venues used for less than 30 days in a calendar year.

4. In cases where the operational documentation of the aircraft establishes other requirements for landing sites than those established by these Rules, then the requirements of the operational documentation of the aircraft shall apply.

5. Control over compliance with these Rules is carried out by the authorized[P1] body in the field of civil aviation.

6. A landing area intended for airplanes may be used by helicopters and other types of aircraft, subject to the requirements specified in these Rules.

7. In the cases established by these Rules, the elements of the landing sites are marked with markings (hereinafter referred to as markers), which must be of low mass and have an easily destructible structure in the event of a collision with parts of the aircraft in order to pose a minimum danger to the aircraft (hereinafter brittle object).

II. Aircraft landing site requirements

8. The surface of the runway (hereinafter referred to as the runway) of the landing site must be free of obstacles that impede taxiing, takeoff and landing of aircraft.

Irregularities, determined by the clearance between the three-meter rail and the surface of the airfield in any direction of the working part, should not exceed 10 cm or the size specified in the operational documentation of the aircraft for which the landing area is intended.

A runway must be capable of withstanding the forces generated by the traffic of the aircraft for which it is intended to operate.

If the landing area does not have a clearly defined runway, then the airfield must comply with the specified requirements.

The width of the runway must be at least:

18 m for landing sites with a runway length of up to 800 m;

23 m for landing sites with runway length from 800 m to 1200 m;

30 m for landing sites with a runway length of more than 1200 m;

45 m for landing areas with a runway length of more than 1800 m.

The width of a precision approach runway must be at least 30 m.

A runway with a length of more than 1200 m or intended for instrument landing shall be equipped with an end safety zone (hereinafter referred to as the FSZ), which has a length of at least 90 m behind the end of the runway. The width of the TZB should not be narrower than the total width of the runway and its shoulder strip (hereinafter referred to as the WSB).

9. Runway shoulders shall be located symmetrically on both sides of the runway so that the total width of the runway and its shoulders is not less than:

30 m for landing sites with a runway length of up to 800 m;

40 m for landing sites with runway length from 800 m to 1200 m;

75 m for landing areas with a runway length of more than 1200 m.

10. The width of the runway and its airstrip, which is less than 400 m long and is intended for flights of ultralight aircraft, is determined based on the performance characteristics of aircraft, the flights of which are planned from the landing site.

11. The transverse slope of the APB should not exceed 2.5%, its surface adjacent to the runway, when the aircraft rolls out of the runway, must withstand the load created by the aircraft without causing structural damage to it.

12. The location of aircraft parking areas should provide a distance between the ends of the aircraft wings of at least 3 m.

The surface of the stands must be capable of withstanding the wheel load of the aircraft when parked to ensure safe taxiing out of the stand.

13. The surface between the runway and the parking areas, intended for taxiing, must withstand the load from the aircraft wheels and allow safe taxiing. If it is impossible to ensure compliance with the requirements for the entire specified surface, the boundaries of the zones intended for taxiing or taxiways are marked with flags or traffic signal cones.

14. Markers placed near the runway or taxiway (hereinafter - taxiway) are installed in such a way as to provide the necessary safe distance to propellers and aircraft engine nacelles.

To prevent the markers from being displaced by the air stream created by the engines and propellers, they are fixed.

15. Runway entrance markers are installed symmetrically to the runway axis along the edges of the runway ends so that the long side of the marker is perpendicular to the runway center line.

The surface of the entrance marker must have alternating vertical stripes of red and white on the runway side, and vertical alternating black and white stripes on the opposite side. The outer stripes are black or red, respectively. The dimensions and shape of the markers are shown in Figure 2 of Appendix No. 1 to these Rules. Entrance markers are installed on the line of the beginning and end of the runway at a distance of 1 to 5 m from its side boundaries.

16. On a runway that does not have an artificial pavement, as input markers indicating the beginning and end of the runway, it is allowed to use in the form of 3 flags, at a distance of 2 m on a line perpendicular to the runway axis, the dimensions of which are shown in Figure 1 of Appendix No. 1 to these Rules.

17. Border signs in the form of a truncated cone or prism are installed along the side boundaries of the runway at a distance of 100 m from each other and 1 m beyond its side boundaries, and flags, tires or traffic signal cones at a distance of 50 m from each other. Flags and tires can be white, red or black to provide contrast with the background of the area, in the presence of snow on the landing site, they can be replaced by branches of coniferous trees.

The surface of the runway boundary marker shall be painted with alternating transverse stripes of red and white or black and white.

18. The landing area is equipped with at least one wind indicator.

The windsock is located in such a way that it is clearly visible from all points of the airfield. It should not be obscured by buildings, structures and natural obstacles from all directions and rotate freely around the axis of the mast.

The wind indicator must have dimensions not less than those indicated in Figure 3 of Appendix No. 1 to these Rules.

The windsock should be illuminated when flying at night.

The color of the windsock is chosen to provide contrast with the surrounding terrain.

Where a combination of two colors is required to provide the required windsock contrast, combinations of orange and white, red and white, or black and white are used; the colors are arranged in five alternating bands so that the first and last bands are darker in color.

19. At the landing site, obstacle limitation surfaces are defined in the direction of takeoff and landing, as well as lateral obstacle limitation surfaces that rise away from the edge of the runways.

For sites used at night, not intended for instrument approaches, the obstacle limitation surfaces in terms of have the shape of a trapezoid, the sides of which are formed by lines radiating from the edge of the TSB at an angle of 6 ° to the runway axis, passing from the outer border of the TZB, and at its absence - from the edge of the runway. The length of the obstacle limitation surface in the takeoff and landing direction is 1500 m, starts from the runway threshold and has a slope angle of 1:20; the side surface of the obstacle limitation starts from the edge of the RAS and has a slope of 1:3 up to a height of 50 m, then a horizontal section up to a distance from the runway centerline of 120 m.

In the event that obstacles extend beyond the specified limitation surfaces, landing sites may be used during the day for non-instrument approaches, provided that the site owner includes a description of the obstacle in the air navigation passport of the site.

For instrument approach sites, the obstacle limitation surfaces in plan view are trapezoid-shaped, the sides of which are formed by lines starting at a distance of 120 m on both sides of the runway centerline at its end and diverging at an angle of 9° to the runway centerline, passing from the outer border of the TSB. The length of the obstacle limitation surface in the direction of takeoff and landing is 3000 m, starts from the beginning of the TZB and has an inclination angle of 1:20; the side surface of the obstacle limitation starts from the edge of the RAS and has a slope of 1:3 up to a height of 50 m, then a horizontal section up to a distance from the runway centerline of 120 m.

For sites equipped with precision approach systems, the requirements established for aerodromes, depending on the precision approach category, apply.

III. Helicopter landing site requirements

20. The landing area must provide for a touchdown and lift-off zone [P2], a final approach and take-off zone (hereinafter referred to as the FATO zone) and a safety zone.

21. A FATO may be located on or near an airplane landing runway or taxiway.

22. The FATO zone can be of any configuration and must be sized to:

for helicopters with a maximum takeoff weight of more than 3100 kg, place a circle with a diameter not less than the length of a helicopter with rotating propellers (hereinafter - D) of the largest helicopter, the largest helicopter, [L3] for which this landing site is intended;

for helicopters with a maximum takeoff weight of 3100 kg or less, place a circle with a diameter of at least 0.83D of the largest helicopter the landing site is intended to serve.

23. The average slope of the FATO zone in any direction is no more than 3%. The local slope of any part of the approach zone, measured by the size of the helicopter track, does not exceed 7%.[P4]

24. The surface of the FATO [L5] must be clear of obstacles and [L6] be capable of withstanding the effect of the main rotor jet.

25. At least one touchdown and takeoff zone (hereinafter referred to as the TLOF zone) [L7] is provided on the landing site, which may be located within the FATO zone or outside it.

The TLOF may be of any configuration and must be of sufficient size to accommodate a circle with a diameter of 1.5 undercarriage bases or 1.5 undercarriage gauges, whichever is larger, of the largest helicopter for which the area is intended to operate.

The slopes of the TLOF area are set to be sufficient to prevent accumulation of water on the surface of the area, but should not exceed 2% in any direction, unless otherwise specified in the aircraft operating documentation.

The TLOF must be capable of withstanding the loading of the aircraft for which it is intended to land.

26. Surrounding the FATO zone is a safety zone, the surface of which does not have to be hard.

In the security zone[P8], the presence of movable or non-movable objects is not allowed, with the exception of fragile ones, which, due to their functional purpose, should be located in this zone.

A safety zone surrounding a FATO intended for use by helicopters in visual meteorological conditions extends beyond the contour of the FATO for a distance of at least 3 m or 0.5D, whichever is greater, of the largest helicopter, to serve which the FATO zone is calculated.

When:

if the FATO is in the shape of a quadrilateral, each outer side of the safety zone must be at least 2D;

if the FATO is circular, the diameter of the safety zone must be at least 2D.

Objects that, due to their functional purpose, must be placed in the security zone, should not be higher than 25 cm. away from the FATO zone with a 5% gradient.

The upward slope of the surface of the safety zone, when it is solid, away from the boundary of the FATO shall not exceed 4%.

An obstacle limiting side surface with an upward slope of 45° from the edge of the safety zone to a distance of 10 m is provided, through which obstacles do not penetrate, and if obstacles are located only on one side of the approach zone, they can penetrate the side surface with such a slope.

27. A helicopter stand must be large enough to accommodate a circle with a diameter equal to 1.2D of the largest helicopter for which the stand is to be used.

If the parking lot is used for a U-turn:

a) there is a protective zone around it, which extends 0.4D from the boundary of the parking area;

b) the minimum size of the parking lot and the protection zone is at least 2D.

If a helicopter stand is used for through ground taxiing, the minimum width of the stand and associated protection zone shall be equal to the width of the taxi route.

In the event that non-simultaneous maneuvering of helicopters over parking areas is provided for, the protection zones of helicopter parking areas and the taxi routes associated with them may overlap (Figure 2 of Appendix No. 5 to these Rules).

Where a helicopter stand is intended for ground taxiing of helicopters having wheeled undercarriages, its dimensions must take into account the minimum turning radius of the helicopters for which the stand is intended.

The central area of the helicopter stand must be capable of withstanding the static load and the traffic of the helicopters it is intended to serve and must be sized:

a) not less than 0.83D in diameter [L9] of the largest helicopter it is intended to serve; or

b) the same width as the ground taxiway if the helicopter stands are intended for through taxiing on the ground.

It is allowed to combine the TLOF zone and the parking area.

The slope [P10] of the helicopter parking area in any direction should not exceed 2%, unless otherwise provided by the operational documentation of the aircraft.

28. Helicopter storage areas that will not be powered by engines should be of the size necessary for the safe storage of helicopters.

29. The width of a ground taxiway for ground taxiing shall be at least 1.5 times the gauge of the largest helicopter the ground taxiway is intended to serve.

A ground taxiway taxiway shall have a width to each side of the center line of at least 0.75D of the largest helicopter the ground taxiway is intended to taxi.

Longitudinal taxiway slope for ground taxiing of helicopters shall not exceed 3%, transverse slope shall not exceed 2%.

On taxi routes on the ground of a helicopter, no objects are allowed, with the exception of fragile objects, which, due to their functional purpose, must be there.

The surface intended for taxiing on the ground of helicopters must be prepared in such a way as to exclude the impact of loose objects on the helicopter.

Where a taxiway is intended to be used by aeroplanes and helicopters, the most stringent taxiway requirements for airplanes and taxiways for ground taxiing by helicopters shall apply.

30. A taxiway for taxiing through the air is designed to carry out the movement of a helicopter above the surface at a height that provides the influence of the surface with a ground speed of less than 37 km/h.

The taxiway width for air taxiing must be at least 2 gauges of the largest helicopter the taxiway is intended to taxi.

The air taxi route shall have a width on each side of the center line not less than the diameter of the main rotor of the helicopter for which it is intended to taxi.

The transverse slope of the air taxiway surface for helicopters shall not exceed 10% and the longitudinal slope shall not exceed 7%. The dimensions of the slopes must not exceed the limits established in the operational documentation of the helicopters for which this taxiway is designed to taxi.

The surface under the air taxi route must be suitable for emergency landing and prevent damage to helicopters by loose objects.

No objects are allowed on the air taxi route, except for fragile objects which, due to their function, must be there.

31. In cases where the terrain or obstacles make it impossible to take off and land in two directions, landing sites with a start in one direction are allowed. In such cases, the distance from the end of the landing area, including the safety zone, to obstacles blocking the second direction of takeoff and landing must be at least 2 D.

When using a curved trajectory of climb and descent, the obstacle-free zone should provide the possibility of starting a turn during take-off and completing a turn during landing at a height of at least 30 m for all classes of helicopter performance characteristics.

32. Helipads with artificial turf must be identified by the letter "H" in white. Identification marking of landing sites at healthcare facilities consists of the letter "H" in red on the background of a white cross.

The transverse line of the letter "H" must be located at right angles to the preferred direction of the final approach. The dimensions of the identification marking must be not less than the dimensions indicated in Figure 2 of Appendix No. 3 to these Rules.

The marking of the FATO zone, if it is in the form of a square or a rectangle, consists of three identical markings located along the border of each side, including the corner ones at regular intervals (Figure 1 of Appendix No. 2 to these Rules). If the FATO is circular or any other shape, the minimum number of markings is five at regular intervals. The white line marking the boundary of the FATO zone must be at least 0.3m wide.

A TLOF zone marking should be provided if the perimeter of the TLOF zone is not clearly defined. The TLOF zone marking consists of a continuous white line at least 0.3m wide.

The touchdown point marking (predetermined position) is located in such a way as to ensure that the helicopter is at a safe distance from any obstacle, in case the helicopter pilot's seat is above the marking. The sign of the touchdown point during landing without a run (helicopter-style) is a circle with an inner diameter equal to 0.5D of the largest helicopter for landing of which the landing zone is intended (Figure 1 of Appendix No. 2 to these Rules). The width of the yellow line of the touchdown point is not less than 0.5 m. If there is no contrast on the artificial surface with white, it is allowed to outline the markings in black.

33. On helicopter landing sites without artificial turf, it is marked in accordance with Figure 1 of Appendix No. 3 to these Rules.

Site signs without artificial surface can be traffic signal cones, or tires painted in a contrasting color, or flags (Figure 1 of Appendix No. 1 to these Rules).

In winter, traffic signal cones, tires and flags can be replaced by branches of coniferous trees.

34. At the parking lot of artificial turf helicopters, the border of the central zone is marked with a yellow or orange line with a width of at least 0.15 m.

Parking areas that do not have paved surfaces are indicated by four traffic signal cones or tires or flags located at the corners of a square in which a circle can be inscribed, measuring 1.2D of the largest helicopter for which the parking is intended.

35. On pavement, the center lines of a taxiway for taxiing on the ground and a taxiway for taxiing through the air are marked with a dotted line 0.15 m wide and 1.5 m long with breaks of 3.0 m in yellow or orange.

Air taxi routes marking of non-paved surfaces can be made with flags or road signal cones or tires specified in paragraph "a" of Appendix No. 1 to these Rules.

36. Landing pads for helicopters are equipped with a wind indicator. The wind indicator must have dimensions not less than those specified in paragraph "c" of Appendix No. 1 to these Rules.

The color, location and design of the windsock must comply with the requirements of paragraph 17 of these Rules.

37. The TLOF lighting system at the landing site located at ground level shall be equipped with perimeter lights, searchlights or luminescent blocks. Searchlights or luminescent blocks are installed in cases where it is necessary to enhance landmarks at night.

Perimeter lights are installed along the edge of the TLOF area, or up to 1.5m from the edge of the area.

If the TLOF area is a circle, then the lights are located along linear landmarks that can provide pilots with information regarding the amount of drift or are evenly installed along the perimeter of the lift-off touchdown zone at an appropriate interval, while in a 45 ° sector from the pilot's side, these lights are placed half an interval.

The TLOF perimeter lights shall be omnidirectional permanent green lights and shall be spaced uniformly at intervals of no more than 3m for landing sites located on the surface of a structure and no more than 5m for landing sites located on the surface of the ground. For rectangular areas, a minimum of four lights are installed at each corner. A minimum of 14 lights shall be installed for a circular TLOF. Landing perimeter lights on the surface of the structure [L11] shall be provided in such a way that their layout cannot be seen by a pilot below the TLOF.

The lights of the FATO area shall be omnidirectional lights of a permanent white color. Where lights are required to be directional, variable white lights shall be fitted.

The luminescent blocks on the landing pads located at ground level are yellow and are located along the markings marking the boundary of the TLOF zone. If the TLOF zone is circular, the luminescent blocks are arranged in straight lines denoting the limits of the specified zone. There is an even number of blocks with a minimum of three blocks on each side of the TLOF area, including a block at each corner. Luminescent blocks are evenly spaced with a distance between the sides of adjacent blocks of no more than 5 m on each side of the TLOF zone.

The luminescent block must have a minimum width of 6cm and must not protrude more than 2.5cm above the surface. The reinforcement of the block must have the color of the marking that it designates.

TLOF floodlights shall be located so as not to create glare or glare to pilots in flight or personnel working in the area. The installation scheme and the direction of the spotlights are chosen in such a way that a minimum of shadows is created.

The height of spotlights and perimeter lights should not exceed 25 cm.

The average level of horizontal illuminance by floodlights, measured on the surface of the TLOF area, must be at least 10 lux with an illumination uniformity ratio (average to minimum) of no more than 8:1.

IV. Requirements for landing sites located on the water surface

38. Landing pads located on the surface of the water shall be equipped with at least [P12] than one windsock that meets the requirements of paragraph 17 of these Rules.

39. A section of the water surface intended for takeoff must have:

the length is 20% more than the seaplane takeoff distance set in the RLE for calm;

the width of the water surface is not less than 50 m.

depth according to the AFM of the aircraft with the deepest draft.

40. In the event that the direction of take-off and landing is determined on the landing site, the water area is equipped with orange or white buoys.

41. On the site it is necessary to have a boat with life buoys to assist aircraft crews and their passengers.

42. On the shore in the immediate vicinity of the landing site located on the surface of the water, aircraft parking, a berth for mooring aircraft should be equipped.

When aircraft are parked on land, the aircraft should be lifted ashore and launched into the water.

43. Where conditions permit, helicopter approach and take-off climb paths should be over land.

44. For marking, floating markers are used, held in place by chains or cables (hereinafter referred to as buoys) and markers installed at a shallow depth on a pole. The shape and color of the buoys are set out in Appendix No. 7 to these Rules.

45. When approaching from the sea (water area), the left side of the canal is marked with black or green cylindrical buoys. For the numbering of buoys, odd numbers are used, the values of which increase as they approach the shore.

They also indicate obstacles that should be bypassed on the right when moving towards the shore.

The right side of the channel or obstacle when moving in the direction [R13] towards the shore is marked with red conical buoys. These buoys are numbered with even numbers, the values of which increase when moving towards the shore.

46. Striped black and white buoys are used to designate the center of a fairway or channel, marked with letters starting alphabetically with the letter “A” from the sea (water area).

Navigation marks are used for the same purposes as buoys and are marked in a similar way.

47. For use at night, the most important buoys are illuminated. On unlit buoys, red, white or green reflectors of the color appropriate to the light may be used. Black or green buoys use a green or white light. On red buoys, a red or white light is used. Lights on black or red buoys may flash. Buoys marking the center of the fairway flash the letter "A" in Morse code (dot-dash).

V. Ensuring aviation security measures at the landing site

48. The owner of the landing site ensures compliance with aviation security measures.

49. At the landing sites, which are subject to the requirements of these Rules, the requirements for ensuring security measures are established, depending on its assessment, expressed in the sum of points:

a) a landing site located at a distance of less than 55 km from the border of a settlement with a population of more than 100 thousand people, or from an area with nuclear power facilities, chemical industry or international airports, is assigned 5 points;

b) a landing site located within the boundaries of the aerodrome area, except for the cases set forth in subparagraph "a" of this paragraph, is assigned 2 points;

c) a landing site with more than 10 equipped aircraft stands is assigned 5 points.

If there are equipped parking lots for more than:

25, an additional 5 points are added;

50, an additional 10 points are added;

100 plus 15 extra points.

If aircraft with a maximum takeoff weight of more than 5700 kg or helicopters with a maximum takeoff weight of more than 3100 kg are based on the landing site, an additional 3 points are added.

d) a landing site having a runway with a length of:

more than 600 m is assigned 2 points;

more than 1500 m is assigned 5 points.

On a landing site with several runways, the longest one is taken into account. In the event that the full length of the runway is not used, the length used for takeoff and landing is taken into account.

e) a landing site intended for commercial air transportation is additionally assigned 5 points;

f) a landing site intended for aerial work, except for aviation chemical work, is additionally assigned 1 point;

g) the landing site intended for the implementation of aviation chemical work is additionally assigned 2 points;

i) if maintenance and repair activities are carried out on the site, requiring the storage of aircraft with a maximum take-off mass of more than 5700 kg, or helicopters with a take-off mass of more than 3100 kg, an additional 3 points are added.

50. Depending on the amount of points assigned to the landing site[P14], the following security measures are established:

a) at all landing sites:

aircraft parking areas [R15] outside the hangar must be equipped with mooring facilities;

at the entrance to the territory of the landing site, a sign with a size of at least 1.5 x 1.5 m must be installed, on which the following information is applied:

name of the landing site (if any);

the name of the nearest settlement;

the name of the owner of the landing site and his contact phone number;

control point coordinates;

b) at landing sites with a total score of 12 to 17, in addition to subparagraph a) of this paragraph:

security is organized after hours, having a telephone connection and telephone numbers of the owner of the landing site, local emergency and law enforcement services;

lighting of aircraft parking areas outside the hangars is installed;

signs are installed in the parking areas of aircraft, prohibiting the presence of unauthorized persons;

c) on landing sites with a total score of 17 to 25 in addition to subparagraphs "a" and "b" of this paragraph:

signs are installed around the perimeter of the site "Passage is prohibited";

the aircraft parking area is fenced, or, by decision of the owner of the landing site, the entire territory of the site;

a checkpoint is established to control access to the fenced area for persons and vehicles;

The owner of the landing site shall appoint a person responsible for ensuring aviation security at the landing site.

d) on landing sites with a total score of 25 or more in addition to paragraphs "a", "b" and "c" of these Rules:

the territory of the site is fenced off;

a surveillance system equipped with round-the-clock video recording is installed;

installation of equipment necessary for illumination at night of access points to the landing site, aircraft parking areas and other sites of the site;

the Aviation Security Council is organized, which develops and implements security programs.

51. The fencing of the landing site must be of a design that creates difficulties in case of accidental or deliberate penetration of unauthorized persons and does not block the view of the adjacent territory. The fencing of the landing area or aircraft parking areas may be combined with the general fencing of adjacent objects and natural obstacles.

APPENDIX №1

to the Rules

(paragraphs 37, 39, 40)

Helicopter landing site requirements

III. Helicopter landing site requirements

I. SCOPE

II. GENERAL PROVISIONS

III. ORGANIZATION AND TECHNOLOGY OF WORK PERFORMANCE

ORDER

I. General provisions

3. The requirements of these Rules do not apply to:

4. In cases where the operational documentation of the aircraft establishes other requirements for landing sites than those established by these Rules, then the requirements of the operational documentation of the aircraft shall apply.

5. Control over compliance with these Rules is carried out by the authorized[P1] body in the field of civil aviation.

6. A landing area intended for airplanes may be used by helicopters and other types of aircraft, subject to the requirements specified in these Rules.

II. Aircraft landing site requirements

8. The surface of the runway (hereinafter referred to as the runway) of the landing site must be free of obstacles that impede taxiing, takeoff and landing of aircraft.

9. Runway shoulders shall be located symmetrically on both sides of the runway so that the total width of the runway and its shoulders is not less than:

10. The width of the runway and its airstrip, which is less than 400 m long and is intended for flights of ultralight aircraft, is determined based on the performance characteristics of aircraft, the flights of which are planned from the landing site.

11. The transverse slope of the APB should not exceed 2.5%, its surface adjacent to the runway, when the aircraft rolls out of the runway, must withstand the load created by the aircraft without causing structural damage to it.

12. The location of aircraft parking areas should provide a distance between the ends of the aircraft wings of at least 3 m.

14. Markers placed near the runway or taxiway (hereinafter - taxiway) are installed in such a way as to provide the necessary safe distance to propellers and aircraft engine nacelles.

15. Runway entrance markers are installed symmetrically to the runway axis along the edges of the runway ends so that the long side of the marker is perpendicular to the runway center line.

The surface of the runway boundary marker shall be painted with alternating transverse stripes of red and white or black and white.

18. The landing area is equipped with at least one wind indicator.

19. At the landing site, obstacle limitation surfaces are defined in the direction of takeoff and landing, as well as lateral obstacle limitation surfaces that rise away from the edge of the runways.

III. Helicopter landing site requirements

20. The landing area must provide for a touchdown and lift-off zone [P2], a final approach and take-off zone (hereinafter referred to as the FATO zone) and a safety zone.

21. A FATO may be located on or near an airplane landing runway or taxiway.

22. The FATO zone can be of any configuration and must be sized to:

23. The average slope of the FATO zone in any direction is no more than 3%. The local slope of any part of the approach zone, measured by the size of the helicopter track, does not exceed 7%.[P4]

24. The surface of the FATO [L5] must be clear of obstacles and [L6] be capable of withstanding the effect of the main rotor jet.

25. At least one touchdown and takeoff zone (hereinafter referred to as the TLOF zone) [L7] is provided on the landing site, which may be located within the FATO zone or outside it.

26. Surrounding the FATO zone is a safety zone, the surface of which does not have to be hard.

27. A helicopter stand must be large enough to accommodate a circle with a diameter equal to 1.2D of the largest helicopter for which the stand is to be used.

28. Helicopter storage areas that will not be powered by engines should be of the size necessary for the safe storage of helicopters.

29. The width of a ground taxiway for ground taxiing shall be at least 1.5 times the gauge of the largest helicopter the ground taxiway is intended to serve.

30. A taxiway for taxiing through the air is designed to carry out the movement of a helicopter above the surface at a height that provides the influence of the surface with a ground speed of less than 37 km/h.

32. Helipads with artificial turf must be identified by the letter "H" in white. Identification marking of landing sites at healthcare facilities consists of the letter "H" in red on the background of a white cross.

33. On helicopter landing sites without artificial turf, it is marked in accordance with Figure 1 of Appendix No. 3 to these Rules.

34. At the parking lot of artificial turf helicopters, the border of the central zone is marked with a yellow or orange line with a width of at least 0.15 m.

35. On pavement, the center lines of a taxiway for taxiing on the ground and a taxiway for taxiing through the air are marked with a dotted line 0.15 m wide and 1.5 m long with breaks of 3.0 m in yellow or orange.

36. Landing pads for helicopters are equipped with a wind indicator. The wind indicator must have dimensions not less than those specified in paragraph "c" of Appendix No. 1 to these Rules.

37. The TLOF lighting system at the landing site located at ground level shall be equipped with perimeter lights, searchlights or luminescent blocks. Searchlights or luminescent blocks are installed in cases where it is necessary to enhance landmarks at night.

IV. Requirements for landing sites located on the water surface

38. Landing pads located on the surface of the water shall be equipped with at least [P12] than one windsock that meets the requirements of paragraph 17 of these Rules.

39. A section of the water surface intended for takeoff must have:

40. In the event that the direction of take-off and landing is determined on the landing site, the water area is equipped with orange or white buoys.

41. On the site it is necessary to have a boat with life buoys to assist aircraft crews and their passengers.

42. On the shore in the immediate vicinity of the landing site located on the surface of the water, aircraft parking, a berth for mooring aircraft should be equipped.

43. Where conditions permit, helicopter approach and take-off climb paths should be over land.

44. For marking, floating markers are used, held in place by chains or cables (hereinafter referred to as buoys) and markers installed at a shallow depth on a pole. The shape and color of the buoys are set out in Appendix No. 7 to these Rules.

45. When approaching from the sea (water area), the left side of the canal is marked with black or green cylindrical buoys. For the numbering of buoys, odd numbers are used, the values ​​of which increase as they approach the shore.

46. ​​Striped black and white buoys are used to designate the center of a fairway or channel, marked with letters starting alphabetically with the letter “A” from the sea (water area).

V. Ensuring aviation security measures at the landing site

48. The owner of the landing site ensures compliance with aviation security measures.

49. At the landing sites, which are subject to the requirements of these Rules, the requirements for ensuring security measures are established, depending on its assessment, expressed in the sum of points:

50. Depending on the amount of points assigned to the landing site[P14], the following security measures are established:

Read also

45. When approaching from the sea (water area), the left side of the canal is marked with black or green cylindrical buoys. For the numbering of buoys, odd numbers are used, the values of which increase as they approach the shore.

46. Striped black and white buoys are used to designate the center of a fairway or channel, marked with letters starting alphabetically with the letter “A” from the sea (water area).