SY/T 10038-2002 Recommended Practice for Planning, Design and Construction of Offshore Fixed Platform Heliports
Some standard content:
ICS 47.020.10
Registration No.: 10482—2002
Petroleum and Natural Gas Industry Standard of the People's Republic of China SY/T 10038-2002
Replaces SY/T 4806—92
Recommended practice for planning, designing, andconstructing heliports for fixed offshore platforms2002-05-28 Issued
National Economic and Trade Commission Meeting
2002-08-01 Implementation
API Foreword
API Policy Statement
Scope
Normative Reference Documents
4 Planning
4.1 Overview
4.2 Selection of Helicopters
4.3 Operating Conditions
5 Design Force Method for Offshore Fixed Platform Heliport5.1
Design Loads·
Design Load Conditions
Flight Deck SurfaceWww.bzxZ.net
Access Passages
Safety Nets and Safety Racks
Mooring Points
Lighting·
Standards for Zhuosheng Airport 6 Safety considerations
Gas station
Wind direction indicator
Fire fighting equipment
Flight deck approach and departure area
Recommended size of heliport
Minimum spacing between multiple helicopters
Heliport sign map
Main rotor blade obstacle sign
Tail rotor blade obstacle sign
Landing gear obstacle sign
Helicopter parameters
SY/T 10038—2002
SI/T 10038—2002
This standard is equivalent to the APIRP 2L: 1996 (4th edition), and it is a revision of the Recommended Practice for Planning, Design and Construction of Offshore Fixed Platform Helicopters issued by the former Department of Energy on November 5, 1992. This standard has some changes in the content arrangement, one is to add Chapter 1, Chapter 2, Reference Standards; the other is to include the definitions in the previous edition into Chapter 3; one is to change Chapters 1 to 4 of the previous edition to Chapters 4 to 6 in sequence. This standard is equivalent to APIRP21 (4th edition). If some of its provisions conflict with the "Civil Helicopter Offshore Platform Operation Regulations" issued by the Civil Aviation Administration of China or the "Offshore Fixed Platform Safety Rules" issued by the former Ministry of Energy, the provisions in the "Civil Helicopter Offshore Platform Operation Regulations" or "Offshore Fixed Platform Safety Rules" shall prevail. The second chapter of the original edition quoted some American regulations and standards. This edition quotes those parts of the industry or enterprise standards adopted by my country as the provisions of this standard. For those parts that are difficult to be adopted by Chinese industry or enterprise standards, they will be deleted. The original version of Chapter 7 recommends that the regulations on protective fences, fire extinguishers and first aid equipment should be implemented according to the regulations and standards of the United States. Since the Chinese government or industry has corresponding regulations and standards in this regard, the recommendations of Chapter 7 of the original version are not applicable to my country, and this version will delete them.
This standard is proposed and managed by the Standardization Committee of Offshore Oil Engineering. The drafting unit of this standard is the Development and Design Institute of the Research Center of China National Offshore Oil Corporation. The main drafters of this standard are Cui Yujun,
The chief reviewer of this standard is Liu Jieming
API Foreword
SY/110138—2002
This recommended practice provides a basis for the planning, design and construction of offshore fixed platform helicopter airports. This recommended practice does not recommend a "standard" helicopter airport, but recommends the basic principles to be considered in the design of unscheduled helicopter airports. This recommended practice should not be interpreted as being applicable to existing heliports. In this recommended practice, the metric equivalent of the English unit is indicated in parentheses. For example, 6 in (152 mm). For practical purposes, these conversion values are rounded to whole numbers. Exact conversion values are provided only where safety and technical conditions require otherwise. In case of dispute, the English unit shall prevail. API publications are available to anyone who wishes to implement them. The Institute has made unremitting efforts to ensure the accuracy and reliability of the data in these publications. However, the Institute makes no representation, warranty, or guarantee with respect to these publications. It is expressly stated that API assumes no liability or responsibility for any loss or damage caused by the use of these recommended practices or for any conflict between these recommended practices and any federal, state, or federal regulations or any conflict with such regulations. Any revision suggestions are welcome and should be addressed to the API Development and Production Division, 1220 L Street, NW, Washington, DC 20005.
SY/T10038—2002
API Policy Statement
API publications address only general issues. When dealing with specific issues, local, state and federal laws and regulations should be consulted.
API does not assume any obligation for employers, manufacturers and suppliers to warn, properly train or equip their employees and other personnel on the health and safety risks and preventive measures, nor does it assume any legal responsibility for them to local, state or federal governments.
The contents of API publications cannot be construed in any implicit or other manner as granting any right to make, sell or use any method, apparatus or product covered by any patent letter: nothing in this publication can be construed as excusing any person from liability for infringement of the rights granted by the patent letter. Normally, API standards are reviewed and revised, re-approved, or revoked at least every nine years. The review cycle may be extended once for a maximum of two years. This publication, as the current API standard, shall be valid for no more than one year from the date of publication unless an extension of validity is authorized for reprinting: The status of this publication may be obtained from the API Editorial Office (Tel. 214-748-3841). The API (1220 [.ST., NW, Washington, DC 2005) Catalog of Publications and Materials is published annually and updated quarterly. The various specifications published by the American Petroleum Institute (AIP1) facilitate the procurement of standardized equipment and materials and provide manufacturers with guidance for manufacturing equipment or materials to the API specifications. These specifications are not intended to eliminate the need for advanced technology, nor are they intended to in any way prohibit anyone from purchasing or manufacturing products that meet other specifications. The development and publication of API specifications, formulas, API logos and compendiums is not intended in any way to prohibit the purchase of products from companies that are not authorized to use the API logo. API specifications are available for use by anyone who wishes to implement them, and the Institute has made every effort to ensure the accuracy and reliability of the data in these specifications. However, the Institute makes no representation, warranty or guarantee regarding any published API specification and hereby expressly disclaims any liability or responsibility for loss or damage resulting from the use of any API specification or for any violation of any federal, state or municipal regulation that may conflict with such regulation.Manufacturers who mark equipment or apparatus in accordance with the marking requirements of American Petroleum Institute (API) specifications shall be fully responsible for the compliance of their products with the requirements of American Petroleum Institute (API) specifications. American Petroleum Institute (API) makes no representation and does not guarantee that these products do conform to the applicable American Petroleum Institute (API) specifications: 1 Scope
Recommended practice for planning, design and construction of heliports on fixed offshore platforms
SY/T 10038—2002
This standard provides guidance for the planning, design and construction of heliports on fixed offshore platforms. It includes heliport design recommendations such as operating requirements, design load standards, heliport dimensions and recommended markings. This standard is applicable to the planning, design and construction of helicopter airports for fixed offshore platforms. 2 Normative references || tt || The clauses in the following documents become the clauses of this standard through reference in this standard. For all dated references, all subsequent amendments (excluding errata) or revisions are not applicable to this standard. However, derivative research parties that reach an agreement based on this standard are encouraged to use the latest versions of these documents. For undated references, the latest version shall apply. This standard SY/110030-2000 Recommended Practice for Planning, Design and Construction of Fixed Offshore Platforms - Force Application Design Method 3 Definitions
The following terms and definitions apply to this standard. 3.1
Approach and departure obstruction Any protruding object on a plane with a slope of 8:1 outside the boundary of the ground effect zone. 3.2
Approach and departure zone The obstacle-free flight area required for helicopters to enter or leave the designated airport take-off and landing area: 3.3
Fixed affshore platform The upper part of the platform is above the sea surface and is supported on the seabed by pile foundation, expanded foundation or other methods to maintain a fixed platform for a long period of time. 3.4
Flight deck Deck
refers to the area on the surface of the heliport for takeoff and landing of helicopters: 3.5
Gross weight
The maximum take-off weight of the self-elevating aircraft allowed by the confirmed heliport design. 3.6
Ground effect grnund cushinn
refers to an improvement in flight performance when a helicopter flies or hovers close to the surface of a heliport or other object. This improvement is caused by the helicopter rotors compressing the air downward, and a denser air cushion is formed between the surface of the heliport or other object and the helicopter.
Ground cushion area refers to the solid part of the heliport used to provide ground effect. This area can refer to the flight deck alone, or the flight deck together with the surrounding SY/T 10038—20M02
Safety frame.
Helicopter
A rotary-wing aircraft that mainly relies on a single or multiple power-driven rotors rotating around a substantially vertical axis to provide lift to maintain hovering and moving in the air.
Heliport
A structure used for helicopter takeoff and landing: it includes some or all of the various facilities used for helicopter parking, mooring, and landing operations.
Hover
A unique flight performance of a helicopter that enables it to remain motionless at a fixed point in the air. 3. 11
Multi-helicopterheliport is an airport designed to accommodate multiple helicopters at any given time. 3.12
Overall helicopter lengthOverall helicopter length is the maximum distance from the end of the main rotor blade to the end of the tail rotor blade when the rotor blades are aligned with the helicopter's long axis. Similarly, for a twin-rotor helicopter, the overall length is the maximum distance from the end of the front main rotor blade to the end of the rear rotor blade. In this recommended practice, the overall length of the helicopter is represented by "\L" 3.13
Rotor diameterrotor diameter
The rotor diameter is the diameter formed by the rotor propeller when it rotates. In this recommended practice, the diameter of the main rotor is expressed as "RI)": 3.14
Safety net safetynet
The safety net is a net belt set along the edge of the flight deck to ensure the safety of personnel. When the flight deck provides ground effect, the safety net is usually used instead of the safety rack: 3.15
Safety rack safety shelf
The safety rack is a sturdy structure set along the edge of the flight deck to ensure the safety of personnel. It can be included in the ground effect zone. 4 Planning
4.1 Overview
4.1.1 This chapter is used to guide the design and construction of fixed offshore platform heliports: Before the design begins, appropriate planning should be carried out to build a safe and practical helicopter airport that can achieve the design and requirements: The initial planning should include all criteria related to the design of the heliport: During the planning stage, the safety committee of the helicopter company can provide effective assistance. 4.1.2 When planning the helicopter airport, the total weight, landing load distribution, rotor diameter, total length and type of landing gear of the helicopter should be considered. The range of ground effect and the number of helicopters to be parked at the helicopter airport should also be considered: 4.1.3 The design criteria provided in this recommended practice include operational requirements, safety considerations and environmental conditions that can affect the design of the helicopter airport.
4.2 Selection of helicopters
When designing a heliport, the basis for selecting a helicopter includes the following aspects: a) Distance to the onshore helicopter transfer site or helicopter base: 2
SY/T 10038—202
The situation of other offshore helicopter airports nearby, including helicopter airports on satellite structures or adjacent oil structures; b
Whether the platform is manned or unmanned, and whether it has a living module; d) The platform's requirements for helicopter transportation;
c) The requirements for staff shifts;
1) Requirements for helicopter night flights, including routine night flight services, medical rescue and emergency evacuation: g) Environmental conditions:
4.3 Operating conditions
The following are the operating conditions:
4.3.1 Function | |tt||Although a heliport designed for one large helicopter can accommodate two smaller helicopters while meeting the minimum spacing requirements, the functions of the heliport should still be divided into single helicopter operations and multiple helicopter operations. 4.3.2 Location
Before the final determination of the location of the heliport, its distance from obstacles, personnel safety, environmental conditions, and the distance between the helicopter arrival area and departure area and flammable materials, engine exhaust, and refrigeration exhaust should be considered: The following considerations should be made for the distance from obstacles:
4.3.2.1 Approach and departure area
The approach and departure area is the area starting from the bottom of the ground effect area and extending outward and inward with a slope of 8:1 (8 outward and 1 upward), see Figure 1, and should be kept at least 180 degrees away from obstacles. Based on design considerations, at airports that allow multiple helicopters to be parked, the normally parked helicopters should not become obstacles that hinder the approach and departure of other helicopters. 4.3.2.2 Obstacle-free area
The obstacle-free area includes the area within the range of (the area with a diameter of OL and 1.3R outside the edge of the approach and departure area), see Figure 1.4.3.3 Size
The size of the helicopter airport should be determined based on the platform shape, equipment layout, platform orientation, distance from obstacles, selected helicopters and major environmental conditions. The ground effect area is at least the area covered by the nose diameter of one main rotor of a helicopter operating at maximum gross weight, see Figure 2. For twin-rotor helicopters, or in areas with adverse environmental conditions (such as the Gulf of Alaska), the ground effect area should be equal to or greater than the maximum helicopter length (RI) specified by the ground effect area (1.0 for twin-rotor helicopters or in adverse environmental conditions). The approach and departure areas of helicopters should be extended to 360, and the weight of helicopters landing and taking off at such heliports should be limited to less than the rated maximum take-off weight. Heliports should be of sufficient size to ensure that any part of a helicopter in operation that is properly parked and has its main rotor fixed meets the distance of the helicopter length (I.0 plus 1 at least 3 main rotor diameters RI), see Figure 34.3.4 Orientation
The orientation of the heliport should be determined based on the platform shape, equipment layout and prevailing wind direction: 4.3.5 Access
The location of access ramps and ladders shall be determined according to the platform shape, equipment layout and safety requirements, and one main exit and entry channel shall be provided. If possible, the access channel shall be located outside the approach and departure channels. 4.3.6 Firefighting
The firefighting of the helicopter airport shall be considered in the firefighting system of the platform. 4.3.7 Air flow disturbance
The shape of the platform and the equipment layout affect whether the helicopter airport needs to be elevated. When determining the clearance under the deck of the helicopter airport, it should be considered that the disturbed airflow will overflow to the helicopter airport. When there is a minimum of 1.8m (6ft) of unobstructed area between the helicopter airport elevated above a building and the surface of the building, the disturbed airflow can pass under the helicopter airport, thereby reducing its impact on the helicopter operation. Therefore, it should be considered to leave a space of not less than 1.8m (6ft).
SY/T 10038--2002
For self-elevating airports located on the top of buildings or supported on the sides of buildings, safety racks can also reduce air flow disturbances. The use of such safety racks can weaken the disturbance effects of wind
4.3.8 Equipment for heliports
Lights, refueling hoses, fire extinguishers, mooring points and ropes, wind room indicators and access passages should be arranged to avoid becoming obstacles to the heliport.
4.3.9 Material loading and unloading
Consideration should be given to the materials or equipment transported by helicopters entering and leaving the heliport The use of steep ladders should be avoided. 4.3.10 Drainage System
A good drainage system should be provided on the flight deck to minimize the accumulation of rainwater on the deck. 4.3.11 Maintenance
For offshore airports used to park helicopters, the dimensions should ensure that mechanics can safely reach all parts of the aircraft during routine maintenance.
4.3.12 Environmental Conditions
When planning an offshore airport, the environmental conditions that are expected to occur during its service life should be considered: 5. Offshore fixed platform helicopters 5.1 Overview of the design method of fixed helicopter airports recommended here is limited to steel structure helicopter airports installed on fixed offshore platforms, but this should not be interpreted as a recommendation of steel materials over other suitable building materials: Unless otherwise specified, all design methods for fixed offshore platforms defined in the "Recommended Practice for Planning, Design and Construction of Fixed Offshore Platforms - Design Methods for Offshore Platforms" (SY10030-2000) issued by the former State Administration of Petroleum and Chemical Industry are applicable to fixed offshore platforms. Loads When designing the heliport deck, the large deflection theory (membrane original embedment) can be used: 5.2 Design loads
5.2.1 Fixed loads
The fixed load is the weight of the heliport deck, reinforcements, supporting structures and auxiliary equipment. 5.2.2 Live loads
The live load is the load evenly distributed over the entire heliport including the safety rack (if a safety rack is provided). Taking into account the effects of personnel passage, cargo handling, rotor downdrafts, accumulation or ice, etc., the minimum live load to be used in the design is 2k/m2 (40psf).
5.2.3 Wind loads
The wind load should be determined in accordance with SY 10030.
5.2.4 Consideration of helicopter landing loads
5.2.4.1 General
The flight deck, stiffeners and supporting structure should be designed to withstand the impact loads of a self-elevating aircraft in a hovering state that unexpectedly makes a hard landing due to a power failure. The parameters of the helicopter are given in Table 1. This recommended practice recommends that the parameters of the helicopters listed in Table 1 should be considered in the design of the heliport. These parameters are obtained from the manufacturer. 5.2.4.2 Contact area
The maximum contact area of each landing gear designed for bending and shear resistance of the flight deck plate should be consistent with the values provided by the manufacturer listed in Table 1. For multi-wheel landing gear, the contact area values given in the table are the sum of the contact areas of each wheel. The contact area of a pontoon or float landing gear is the area of the float or float surrounding each strut. 5.2.4.3 Load distribution
Table 1 gives the load distribution of each landing gear expressed as a percentage of the total weight. 4
5.2.4.4 Design landing load
SY/T10038—2002
The design landing load is the load on the smallest landing gear as a percentage of the total weight of the helicopter (for details on the weight ratio and total weight, see Table 1) multiplied by a strike factor of 1.5.
5.3 Design load conditions
When designing a helicopter airport, at least the following design load combinations should be considered: a) fixed load plus live load;
b) fixed load plus design landing load. If surface icing occurs frequently during the normal operation of the helicopter, a corresponding live load should be added;
e) fixed load plus live load plus wind load. 5.4 Installation
The external forces to which the helicopter landing pad is subjected during the construction process, including the static and dynamic forces caused by the lifting, loading and transportation operations, shall be considered in accordance with SY/T10030.
5.5 Materials
All construction materials shall comply with the provisions of SY/T10030: 5.G Flight deck surface
The flight deck of the helicopter landing pad shall be non-slip and of a solid structure so that the downwash of the helicopter wings can produce ground effect. All materials, coverings or coatings used for the non-slip surface of the helicopter landing pad shall be fixed to the helicopter landing pad by means of a structure or adhesive. The adhesive selected shall not chemically react with the fuel and oil that may leak. For helicopter landing pads equipped with wheeled landing gear operating in harsh environmental areas, wheel chocks such as anti-skid nets shall be provided to fix the helicopter during landing. The size of the anti-skid net, the range of installation and the number of construction points should be determined according to the largest and smallest parking points of the designed helicopter airport. The flight board covered with gratings or nets may not be suitable for some types of landing channels, 5.7 Access channels
The helicopter airport should have a main access channel. If possible, a waiting area leading to the earth channel should be set below the flight deck surface to 2. (m (7t) from the center. If an auxiliary channel is provided, it should be used only in emergency situations and personnel are prohibited from passing through under normal circumstances.
5.8 Safety nets and safety racks
In order to ensure the safety of personnel, a circle of at least 1.5m ( 5.2.1 Safety net or safety rack with a width of 100 kg (minimum horizontal dimension). Safety nets and safety racks at the ladder entrance shall be arranged on the outside of the ladder. For ladders that are perpendicular to the edge of the heliport, safety nets or safety racks are not required on the outside of the ladder. Safety nets or safety racks shall be inclined outwards and upwards, and the starting point shall be slightly lower than the flight deck, and the outer edge shall not be higher than the flight deck. Any point on the safety net and safety rack shall be designed to withstand a total load of at least 100 kg (200 kg). The safety rack shall also be designed in accordance with the requirements of 1) and 2) in 5.3. 5.9 Mooring points
At least four mooring points shall be provided for each self-elevating helicopter. If possible, these mooring points shall be on the deck. If these mooring points are not on the deck, the landing gear of the helicopter will be endangered, and obstacle signs shall be set up. At single-helicopter airports, the arrangement of mooring points shall ensure that the helicopter is moored to the center of the heliport. For multi-heliports, sufficient mooring points shall be set up in each helicopter parking area. The location, strength and structure of the mooring points shall meet the requirements of the largest helicopter allowed to be parked in the heliport under the expected worst environmental conditions. 5.10 Lighting
In order to meet the needs of night flights, boundary lights shall be installed around the flight deck of the heliport to highlight its appearance: yellow and blue omnidirectional lights of about 3W60W shall be selected and arranged alternately around the flight deck at a certain interval to clearly show the outline of the flight deck. It is recommended to install at least & such lights for each heliport. When the helicopter is landing, any searchlight that dazzles the pilot should be effectively shielded. For inconspicuous obstacles, an all-round red light of not less than 30W should be selected to mark them: When the highest point of the platform is more than 15m (50ft) above the flight deck, an all-round red light should be installed there, and from that point down to the flight deck, such indicator lights should be installed every 10m (35ft). The lighting of boundaries and obstacles, as well as the lighting of the access and exit channels along the point-to-point airport, should be equipped with emergency power supply: The lights on the flight deck should be installed on the outside of the flight deck and should not exceed 15cm (6in) above the deck surface. All lamps should be covered with protective covers. Cables should not be exposed and should not become obstacles. Lamps within any deck range should be embedded in the plane of the printing plate. 5.11 Marking of helicopter airports
5.11.1 Overview
In the center of the dedicated flight deck (not necessarily the center of the heliport), a navigation circle with a diameter of not less than 1.3 m (20 ft) and a strip width of 40 cm (16 in) is marked, and a 40 cm (16 in) wide colored strip is used to mark the boundary of the flight deck of the ascending airport. Except for the red color used to mark special obstacles, any other contrasting color may be used. In addition to providing navigation circles and setting related signs for conventional helicopter operations, public signs or internationally recognized helicopter flight board signs may also be set. Internationally recognized signs include a white "[I\_3m (10 ft) × 1.7 m (5% ft) × 40 cm (16 in) wide" in the center of the navigation circle. If no color is used, then The color of the letter *H should be selected in a color other than red that contrasts sharply with the color of the flight deck. The name, region and block number of the operator may also be marked on the flight board: the pedestrian walkway from the navigation circle to the main access channel may also be marked, see Figure 4, and the auxiliary (emergency) exit should be clearly marked for pilots to identify, see Figure 4
5.11.2 Restriction markings
There are restrictions on the total weight and size of helicopters at offshore helicopter airports. These restrictions should be clearly marked at the helicopter airport. The recommended method for marking these restrictions is to mark the permitted weight in pounds. Below this permitted weight mark, mark the size of the flight deck in feet.
Square, octagonal, hexagonal, pentagonal or circular flight deck. The dimensions of the flight deck should be indicated by a single value: The dimensions of a rectangular flight deck should be indicated by the width × length format: All these marking dimensions do not include the dimensions of the storage rack or safety fence. It is not appropriate to use the equivalent metric units of measurement for these marking dimensions: It is also recommended to use red letters on the background of the film to mark these signs in the upper right corner of the helicopter airport symbol so that they can be clearly identified in the main direction of the helicopter approach: The size of the marking area and the number should be clearly identifiable to the incoming pilots so that they have enough time to adjust the heading when necessary, see Figure 4. 5.11.3 Obstacle markings
Obstacle markings are set on the helicopter airport flight board to alert pilots and guide pilots to choose a safe landing location at helicopter airport 1. All obstacle signs should be in contrasting color. Color, preferably red. The obstacle mark of the helicopter main rotor blade is represented by a 15cm (6m) arc. The position of the arc should be determined from the distance from the corresponding obstacle to a certain point on the flight board, so that when the pilot controls the landing gear of the first helicopter to fall outside the arc, there is a 13RI) resistance between the rotor blade and the obstacle: the distance from the arc to the obstacle is 1/3 of the main rotor diameter plus 1/2 of the total length of the helicopter, minus half of the helicopter landing gear spacing (GW) (1/3RD-1/2OI.-1/2GW). As a guide value, for large helicopters, the distance can be 10.9m (40ft) and for small self-elevating helicopters, it can be 8m (26ft), see Figure 5: This mark does not need to ensure the spacing requirement between the tail rotor blade and the obstacle. The obstacle mark of the tail rotor blade should be in a contrasting color, preferably red or the popular orange in China. If the obstacle is elongated and not easily visible, other marking methods may be used: Helicopter tail rotor obstacles should be marked on the deck as a rectangle 1.0 m (3ft) wide and at least 1.0 m (3ft) long, filled with a 15 cm (6 in) wide red and yellow diagonal stripe, see Figure 6: Around all ladders, a 1.0 m (3ft) wide mark should be painted. If there is a physical obstacle blocking the tail rotor, the area should be filled with a 15 cm (6 in) wide red and yellow diagonal stripe: If there is no physical obstacle, it should be filled in red, see Figure 63
The area around landing gear obstacles should be marked with a contrasting color. For obstacles such as protruding tie-down points on the flight deck surface in the landing area, a 0.6 m (2) diameter circle should be used to mark them as landing gear obstacles, see Figure 7. It is generally necessary to avoid confusion between obstacle markings and other visible auxiliary markings. If confusion occurs, it should be identified by the color of the obstacle marking. 5.11.4 Closure of heliports When a heliport is closed, a single, self-colored or contrasting "×" should be marked on the aircraft centerboard: The size of the "×" should ensure that the pilot can identify it at a sufficient distance to adjust the course: This mark should be used for helicopters that are permanently closed or for heliports that are temporarily closed due to dangerous conditions. 5.12 Drawings, specifications and construction Drawings, specifications and manufacturing, installation, inspection and review of heliports should comply with the provisions of SY 1030. Safety considerations
6.1 Fueling station
The location of the helicopter refueling station (soft reel) should not obstruct any passageway in and out of the helicopter flight deck. 6.2 Wind direction indicator
The heliport should be equipped with a wind vane or wind vane so that the pilot can see it clearly when landing on the final approach to the airport. The selection of the location of the wind vane or wind vane should meet the requirements for the distance from the barrier and clearly indicate the wind direction on the deck. When flying at night, the wind direction indicator should also be equipped with lighting fixtures, but the light should not hinder the flight of the helicopter. 6.3 Firefighting equipment
The heliport should be equipped with appropriate firefighting equipment. A13C manual powder fire extinguisher with a rating of not less than 15k (301h) should be available. These fire extinguishers should be placed in easy-to-use places.A 1.0 m (3 ft) long rectangle filled with a 15 cm (6 in) wide red and yellow diagonal stripe is shown in Figure 6. Around all ladders, a 1.0 m (3 ft) wide mark is to be painted. If there is a physical obstruction that would interfere with the tail rotor, the area is to be filled with a 15 cm (6 in) wide red and yellow diagonal stripe. If there is no physical obstruction, the area is to be filled with red. See Figure 63
The area around landing gear obstructions should be marked with a contrasting color. For obstacles such as protruding tie-down points on the flight deck in the landing area, a 0.6 m (2 in) diameter circle is to be used to mark them as landing gear obstructions. See Figure 7. It is generally necessary to avoid confusion between obstacle markings and other visible auxiliary markings. If confusion occurs, the obstacle marking should be identified by its color. 5.11.4 Closure of heliports When a heliport is closed, a human-colored, self-colored or contrasting "×" shall be marked on the aircraft centerboard. The size of the "×" shall ensure that the pilot can identify it at a sufficient distance to adjust the course. This sign shall be used for helicopters that are permanently closed or for heliports that are temporarily closed due to dangerous conditions. 5.12 Drawings, specifications and construction Drawings, specifications and manufacturing, installation, inspection and review of heliports shall comply with the provisions of SY 1030. Safety considerations
6.1 Fueling station
The location of the helicopter refueling station (soft reel) should not obstruct any passageway in and out of the helicopter flight deck. 6.2 Wind direction indicator
The heliport should be equipped with a wind vane or wind vane so that the pilot can see it clearly when landing on the final approach to the airport. The selection of the location of the wind vane or wind vane should meet the requirements for the distance from the barrier and clearly indicate the wind direction on the deck. When flying at night, the wind direction indicator should also be equipped with lighting fixtures, but the light should not hinder the flight of the helicopter. 6.3 Firefighting equipment
The heliport should be equipped with appropriate firefighting equipment. A13C manual powder fire extinguisher with a rating of not less than 15k (301h) should be available. These fire extinguishers should be placed in easy-to-use places.A 1.0 m (3 ft) long rectangle filled with a 15 cm (6 in) wide red and yellow diagonal stripe is shown in Figure 6. Around all ladders, a 1.0 m (3 ft) wide mark is to be painted. If there is a physical obstruction that would interfere with the tail rotor, the area is to be filled with a 15 cm (6 in) wide red and yellow diagonal stripe. If there is no physical obstruction, the area is to be filled with red. See Figure 63
The area around landing gear obstructions should be marked with a contrasting color. For obstacles such as protruding tie-down points on the flight deck in the landing area, a 0.6 m (2 in) diameter circle is to be used to mark them as landing gear obstructions. See Figure 7. It is generally necessary to avoid confusion between obstacle markings and other visible auxiliary markings. If confusion occurs, the obstacle marking should be identified by its color. 5.11.4 Closure of heliports When a heliport is closed, a human-colored, self-colored or contrasting "×" shall be marked on the aircraft centerboard. The size of the "×" shall ensure that the pilot can identify it at a sufficient distance to adjust the course. This sign shall be used for helicopters that are permanently closed or for heliports that are temporarily closed due to dangerous conditions. 5.12 Drawings, specifications and construction Drawings, specifications and manufacturing, installation, inspection and review of heliports shall comply with the provisions of SY 1030. Safety considerations
6.1 Fueling station
The location of the helicopter refueling station (soft reel) should not obstruct any passageway in and out of the helicopter flight deck. 6.2 Wind direction indicator
The heliport should be equipped with a wind vane or wind vane so that the pilot can see it clearly when landing on the final approach to the airport. The selection of the location of the wind vane or wind vane should meet the requirements for the distance from the barrier and clearly indicate the wind direction on the deck. When flying at night, the wind direction indicator should also be equipped with lighting fixtures, but the light should not hinder the flight of the helicopter. 6.3 Firefighting equipment
The heliport should be equipped with appropriate firefighting equipment. A13C manual powder fire extinguisher with a rating of not less than 15k (301h) should be available. These fire extinguishers should be placed in easy-to-use places.
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