12.2 Factors to be considered before using a helicopter landing site Hazardous trees, as defined in the Forestry Code, within two dominant tree lengths of the landing site should be removed before the helicopter landing site (HLS) is used. The pilot of a helicopter operating to, from or at the HLS should ensure: the HLS is clear of: people not essential to the helicopter operation objects and animals likely to be a hazard to manoeuvring the helicopter—other than objects essential to the helicopter operation, and no person outside the helicopter—other than a person essential to the operation—is within 30 metres of the helicopter (see Figure 12). A helicopter must not land at, or take-off from a HLS located within controlled airspace without clearance from the air traffic controllers. If a proposed HLS is to be located near a city, town or populated area where noise or other environmental considerations make helicopter use undesirable, the HLS may be affected by the Commonwealth Environment Protection Act and associated State-based legislation. Basic helicopter landing sites A basic HLS should: only be used for infrequent, opportunity and short term operations in daylight hours be large enough to accommodate the helicopter safely have a surface capable of withstanding the static and dynamic loads imposed by the helicopter e.g. twice the gross weight of the helicopter not exceed the maximum slope landing capability of the helicopter—generally 7.5 degrees or 1:8 vertical to horizontal have an air taxiing route at least three times the width of the main rotor diameter, and have a means of earthing the helicopter e.g. an earth stake. Figure Basic helicopter landing site Standard helicopter landing site A standard HLS is intended to be used for day and night operations. A standard HLS should comply with the following guidelines: The final approach and take off area (FATO) at a minimum, should have a circular area with a diameter equal to twice the length of the helicopter when the rotor(s) are turning (2 x L), which is free of obstacles likely to interfere with the manoeuvring of the helicopter. The ground effect area (GEA) at minimum, should have either a circular area with a diameter equal to the diameter of the main rotor of the helicopter, or if the helicopter is of the tandem rotor type, the GEA should be a rectangular area equal to the length of the helicopter and the width equal to the rotor diameter.
Runway lengths calculated for take-offs and landings should be increased by 50 percent for agricultural operations on one-way runways at night. Longitudinal slope – the longitudinal slope between the runway ends should not exceed 12.5 percent for agricultural day operations and 2 percent for night operations. Where the overall slope exceeds 2 percent the runway should only be used for one-way operations – downhill for take-off and uphill for landing. Transverse slope – for agricultural day operations the transverse slope should not be more than 3 percent over the runway and 5 percent over the runway strip. Marking Where extended operations are expected to be conducted at a landing area, the operator should be encouraged to provide markings similar to those found at government and licensed aerodromes. If markings are provided they should follow the colours and specifications set out in the Aeronautical Information Publication (AIP AGA). Lighting The recommended minimum lighting and layout for night operations is shown in Figure 14. The lights should, under the weather conditions prevailing at the time of the flight, be visible from a distance of 3 kilometres. Figure Recommended runway lighting Other factors A method of determining the surface wind at a landing area is desirable. A wind sock is the preferred method. The surface of a landing area should be assessed to determine its effect on aeroplane control and performance. For example, soft surfaces or the presence of long grass—over 150 mm—will increase take-off distances while moisture, loose gravel or material that reduces braking effectiveness will increase landing distance. The presence of holes, cracks and ruts in the surface of a landing area will degrade aeroplane performance and handling and increase the possibility of structural damage. The smoothness of a runway can be tested by driving a stiffly sprung vehicle along the runway at a speed of 75 kph. If this can be accomplished without discomfort to the occupants the surface can be considered satisfactory.