HAC Oil & Gas IBP - Helicopter Association of Canada

6.3. Staging’s6.3.1 Staging and CampTake-offs and landings at staging and camps should comply with public transport criteria.1. All Helicopter Providers involved in the operation must be consulted in the design, location andconstruction of any new helipads.2. A formal documented QA procedure to sign off for all new helipads before operational useshould be implemented.3. Landing areas must be kept clean and clear of anything that can be affected by the rotor washof the aircraft (garbage, plywood, corrugated iron, plastic sheets, etc). and clear of all obstructionsto allow for maneuvering of helicopters.4. Landing areas must be clear of all obstructions to allow for maneuvering of helicopters. Allwires, ropes, antennas, etc., are to be well-marked and never erected near the landing area orapproaches to the landing area.5. Keep the approach and departure paths into Helipad clear of people, vehicles and obstaclesand allow for possible changes in paths as the wind changes. Wind direction indicators should beset up at all frequently used Helipad.6. Pilots should be able to approach or depart the Helipad with external loads without flying overpeople, equipment, vehicles, camp structures or 3 rd party buildings.7. Dust and snow environments must be controlled to avoid white-out / brown-out conditions.8. Helipad size should be large enough to enable the engineer access to the tail and main rotorswith a work stand or ladder on the helipad hard surface.9. Adjacent helipads should be no closer than one full length of the longest helicopter.6.3.2 FATO/rejected take off area in staging or camp6.3.2.1 The safe operation of helicopters to public transport standards requires consideration ofaircraft performance during all stages of a flight. To achieve the required level of safety for take-offand landing, extensive clearance and careful preparation of sites may be necessary.6.3.2.2 For helicopter operations, the requirement is for a sufficient length of level, flat ground clearof all obstructions and capable of bearing the helicopter for a running landing in the event of anengine failure before a designated critical point in the take-off sequence. (This is calculated fromthe performance section of the flight manual as a horizontal distance and appropriate to ambientconditions.) The minimum length required for the specific type of helicopter at maximum weight forthe ambient conditions can be obtained from the aircraft operator. Whenever two or morehelicopter types are operated, the length of the rejected take-off area should be calculated toaccommodate the most restrictive type. The minimum width of a helicopter rejected take-off areashould be 2.5 times the length overall of the largest helicopter with its rotors turning.6.3.2.3 To cover the case of an engine failure after the critical point mentioned, when the take-offwould be continued on the one remaining engine for a twin engine helicopter, the take-off flightpath should be clear to a gradient in accordance with the performance section of the flight manual.Advice may be obtained from either the aircraft operator or company aviation advisor. A slope of1:20 for 1200m horizontally may be used but only as a guideline.6.3.3 Helicopter parking areas and hangarage6.3.3.1 A designated parking area for each helicopter may be required. The parking area should be flat,with electrical supply for tools and flood lighting available, together with easy access to supplyof clean, salt free water. Non-slip metalled or concrete surface maybe an option. Dust controlalong roads accessing parking area or beside parking area, may be considered whennecessary.6.3.3.2 Depending on the local climate, remoteness and type of on site maintenance work anticipated,the construction of a (temporary) hangar should be considered.OGC IBP | Revision Date: Sept 2009 DRAFT18