Traffic school | Higher education » BL 3-8 Regulations for Establishing, Operating and Technical Requirements for Heliports

Danish Transport, Construction and Housing Authority Regulations for Civilian Aviation 1. ------IND- 2020 0094 DK- EN- ------ 20200317 --- --- PROJET BL 3-8 Regulations for establishing, requirements for heliports operating and technical Version 3, xx April 2020 Pursuant to Sections 52 and 149(10) and (14) of the Danish Consolidated Air Navigation Act, cf. Consolidated Act No 1149 of 13 October 2017, as amended by Consolidated Act No 731 of 8 June 2018, authorisation is determined in accordance with Section 6(1) in Order No 1525 of 13 December 2019 on the Danish Transport, Construction and Housing Authority’s tasks and authority, complaint procedures and announcement of certain of the Danish Transport, Construction and Housing Authority’s instructions: 1. Reference documents 1.1 ICAO Annex 14, Aerodromes, Volume I and II, latest edition 1.2 ICAO Doc 8168, Procedures for Air Navigation Services, Volume I, latest edition 1.3 The Commission Implementing Regulation (EU) 2017/373

of 1 March 2017 laying down common requirements for providers of air traffic management/air navigation services and other air traffic management network functions and their oversight, repealing Regulation (EC) No 482/2008, Implementing Regulations (EU) No 1034/2011, (EU) No 1035/2011 and (EU) 2016/1377 and amending Regulation (EU) No 677/2011 - in this BL referred to as the ATM/ANS Regulation. 1.4 BL 3-1, Regulations on the establishment of public VMC aerodromes, latest edition 1.5 BL 3-2, Regulations on the establishment of public IMC aerodromes, latest edition 1.6 BL 3-5, Regulations on the on helidecks on offshore installations, latest edition 1.7 BL 3-6, Regulations on the refuelling of aircraft, refuelling personnel/refuelling service and refuelling facilities, latest edition. 1.8 BL 3-7, Regulations on the notification, registration and deregistration of private aerodromes, latest edition. 1.9 BL 3-10, Regulations on air traffic obstacles, latest edition 1.10 BL 3-12, Regulations

on work activities at public aerodromes, latest edition 1.11 BL 3-18, Regulations on establishment of aerodrome management on approved aerodromes etc., latest edition 1.12 BL 3-31, Regulations on self-selection of heliports, latest edition BL 3-8 / Version 3 / 28.042020/ 1 1.13 BL 6-08, Regulations on certificates for the use of radio systems in aviation radio services etc., latest edition 1.14 BL 7-18, Regulations on the on meteorological equipment at aerodromes, latest edition 1.15 BL 7-21, Regulations on the establishment of air traffic service, latest edition 1.16 BL 7-22, Regulations on COM systems (radio communications systems on the ground), latest edition. 1.17 Order on the Danish Transport, Construction and Housing Authority’s fees and charges in the aviation area etc., latest edition 1.18 The documents mentioned in Sections 14 – 117 are available on the Danish Transport, Construction and Housing Authority’s website at www.tbstdk and on Retsinformations [legal

information’s] website at www.retsinformationdk The document mentioned in Section 13 is available on the European Union’s website at www.eur-lexeuropaeu The documents mentioned in Sections 1.1 and 12 can be obtained by contacting: Danish Transport, Construction and Housing Authority Carsten Niebuhrs Gade 43 1577 Copenhagen V Tel: 7221 8800 Email: info@tbst.dk 2. Definitions Protection area: A specified area around a helicopter stand intended to reduce the risk of damage from helicopters that unintentionally manoeuvre out of the helicopter landing area. D-value: The D-value is the total length of a helicopter from the front edge of the main rotor to the backmost part of the tail rotor. FATO - Final approach and take-off area: A specified area to which final approach for landing is carried out and from which the start manoeuvre is begun. Helicopter: An aircraft, which while flying rises upwards due to the effect of the air on one or more engine-powered rotors, which rotate primarily

in vertical axes. Heliport: A heliport or a specified demarcated area of a building construction intended for the use solely or partially for helicopters that land, start, roll or manoeuvre at a low level. Helicopter taxi route: A specific route established for helicopter movements from one point of the heliport to another: a) A helicopter air taxi route: A marked taxi route intended for helicopter air taxiing, where ‘ground effect’ is retained and with a speed of up to 20 kt. b) A helicopter ground taxi route: A taxi route on a centred taxiway. Helicopter taxiway: A marked taxiway on the ground intended for taxiing with helicopters with wheel-type landing gear. BL 3-8 / Version 3 / 28.042020/ 2 Helicopter stand: A specified area for a helicopter to remain stationary while boarding or disembarking passengers, unloading or loading mail or freight, refuelling, parking or for maintenance. The helicopter stand can also be used as the TLOF in connection with helicopter air taxiing.

Obstacle: Every fixed or movable object or parts thereof, which are temporary or permanent and are located in an area that is intended for aircraft manoeuvring on the ground, or which goes across a specified surface, the purpose of which is to protect aircraft while flying or that are located outside of the specified surfaces and which are assessed as being hazards for aviation. Helicopter clearway: A demarcated area on the ground or water, selected and/or prepared as a usable area, above which a helicopter operating in performance class 1 can accelerate and reach a specified height. Slope: Maximum elevation point difference above a specified distance expressed as a percentage. Elevated heliport: A heliport that is raised more than 3 m above the surrounding terrain and that is located on top of a structure (building, construction or similar structure) on land. MTOM - Maximum take-off mass: Maximum allowed take-off mass. Public heliport: A heliport used for flying that is open to the

public. RTOD - Rejected take-off distance: A demarcated area of a heliport that is used for carrying out a rejected take-off by a helicopter operating in in performance class 1. Performance class 1, 2 and 3 operations: Performance class 1 operations are operations where the helicopter, in case of a fault in one of the engines is still able to land within the distance that is available for a rejected start, and/or to continue flying safely to a suitable landing area, depending on when the error occurs. Performance class 2 operations are operations where the helicopter, in case of a fault in one of the engines can reach sufficient speed to be able to continue rising and continue flying safely, unless the error occurs during the start manoeuvre or late in the approach manoeuvre, in which case a forced landing may be necessary. Performance class 3 operations are operations where the helicopter, in case of a fault in one of the engines, is forced to land, which applies to both multi-engine

helicopters and singleengine helicopters. PinS procedure (Point-in-space procedure): An instrument procedure for approaching and starting intended exclusively for helicopters. Private heliport: A heliport used for flying that is not open to the public. BL 3-8 / Version 3 / 28.042020/ 3 Safety area for a heliport: A specified area around the FATO, which is free of obstacles, except for obstacles that are required for navigation purposes, and the purpose of which is to reduce the risk of damage to helicopters that unintentionally manoeuvre out of the FATO. Hours when service is provided: The period when aerodrome service and air traffic service is provided at a public aerodrome. TLOF - Touchdown and lift-off area: An area where a helicopter can land and from which it can also take off. Opening hours - Hours when aerodrome is available for use: The period when a public aerodrome is available for aviation. 3. Scope 3.1 This BL determines the regulations for establishing, operating and

technical requirements for public VMC heliports and permanent private VMC heliports that are to be used for commercial aviation, with the exception of helidecks on offshore installations and platforms on wind turbines, which are covered by BL 3-5. Remarks: Private heliports that are not used for commercial aviation must only be reported and registered in accordance with BL 3-7. If a private heliport is used as a self-selected heliport, BL 3-31 must also be complied with. 3.2 Heliports that are to be used for IMC flight operations must, in addition to the regulations in this BL, also comply with the conditions for setting up and equipment, which the Danish Transport, Construction and Housing Authority determines in every single case in accordance with ICAO Annex 14, Volume II. 3.3 The regulations in Section 8 Technical requirements also apply to heliports located at a public approved VMC heliport covered by BL 3-1 and a publicly approved IMC heliport covered by BL 3-2. 3.4 Regulations

in Section 8 Technical requirements, items 8204 and 8205, also apply to self-selected heliports covered by BL 3-31, which are used for VFR flying at night. 4. Liability The liability for establishing, operating, maintaining, changing and supplying a heliport with equipment in accordance with this BL is borne by the person or entity that has been given permission to operate the heliport, hereinafter referred to as the operation permit holder, cf. BL 3-18. 5. Establishment permission 5.1 The establishment of a heliport in accordance with this BL requires permission from the Danish Transport, Construction and Housing Authority. Remarks: The person or entity wishing to establish a heliport is responsible for obtaining the required permissions pursuant to other legislation, such as environmental protection legislation, nature conservation legislation and planning legislation. BL 3-8 / Version 3 / 28.042020/ 4 5.2 Applications for permission to establish a heliport must be received by

the Danish Transport, Construction and Housing Authority no later than six months before the construction activity starts for public heliports and no later than three months for private heliports. The application must have the following attachments: a) Documentation of the ownership and information of any easements and land registry registrations or similar information regarding obstacle-limiting surfaces. b) A map with a scale of 1:5,000 indicating the heliport’s location, approach and take-off sectors and the obstacle-limiting surfaces. c) Site plan with a scale of approximately 1:500, which shows the location and dimensions of the heliport, its construction and equipment, as well as information about the heliport’s reference point and altitude above sea level. d) Dimension drawings and descriptions of the heliport’s construction and equipment. e) Marking and painting plan. f) Indication of the largest type of helicopter that is expected to fly to the location. g) Information

on the type and scope of the expected traffic. h) Information on the heliport’s expected opening hours and service hours. i) Statement that consideration has been given to the above with regard to 1) the location’s topology, emergency landing areas and air traffic obstacles at and near the location, 2) the dominant wind direction, 3) the occurrence of restriction areas, dangerous areas and prohibited areas, especially in the calculated approach and take-off sectors, 4) any problems with noise nuisance for existing and planned constructions near the location or under approach and take-off sectors, 5) the distance to nearby aerodromes and 6) future construction possibilities. 5.3 If an establishment permission is not used within two years after permission has been granted, it expires. 6. Technical approval 6.1 Before a heliport covered by this BL can be used, it must be technically approved by the Danish Transport, Construction and Housing Authority, cf. Section 60 of the Danish

Consolidated Air Navigation Act. Remarks: Private heliports that are used for commercial aviation must be reported and registered pursuant to BL 3-7 before technical approval can be granted. 6.2 Approval is granted in the form of a certificate of approval with open-ended validity In special cases, the Danish Transport, Construction and Housing Authority may, however, grant technical approval for a specific period of time. BL 3-8 / Version 3 / 28.042020/ 5 6.3 Applications for technical approval must have an aerodrome handbook attached, cf BL 318 6.4 It is a prerequisite for technical approval that the heliport complies with the technical requirements, cf. Section 8 and other requirements in this BL 6.5 Any dispensations from the technical requirements must be stated in the technical certificate of approval. 6.6 Every change of the heliport, its construction, equipment and services must be approved by the Danish Transport, Construction and Housing Authority and public heliports

must be carried out in compliance with the provisions of BL 3-12. 6.7 Work activities resulting from the changes that are mentioned in Section 66 may not be started before the approval has been granted. 7. Permission to operate a heliport 7.1 Before operations of a public heliport may begin, a permit must be granted by the Danish Transport, Construction and Housing Authority, cf. Section 55 of the Danish Consolidated Air Navigation Act. However, for a public heliport in Greenland, permission to operate is issued by the Greenlandic local government, cf. Section 55(2) of the Danish Consolidated Air Navigation Act. 7.2 Permission to operate may be issued when a) there is establishment permission, cf. Section 51 and b) there is technical approval, cf. Section 61 7.3 Permission to operate is granted for a specific period of time and can be made dependent on further conditions if this is assessed as being required. 7.4 Applications for extensions of permission to operated must be sent to the

Danish Transport, Construction and Housing Authority or for permission to operate in Greenland to the Greenlandic local government no later than one month before expiry of the permission. 8. Technical requirements 8.1 TLOF – Touchdown and lift-off area for helicopter operations in performance classes 1, 2 and 3 8.11 A TLOF must be established If a TLOF and FATO converge, the TLOF must be designed according to the size of the FATO. Remarks: TLOFs and FATOs normally converge. 8.12 If the TLOF and FATO do not converge, the TLOF must have a size that can include a circle with a diameter of at least 0.83 x D-value of the largest type of helicopter that is to use the heliport. 8.13 If the TLOF and FATO do not converge, the TLOF must be located within the area of the FATO so that the TLOF is centred in relation to the FATO, cf. Annex 10, Figure 18 BL 3-8 / Version 3 / 28.042020/ 6 8.14 The TLOF’s surface must be level and have efficient drainage The slope of the TLOF may not exceed

+/- 2% from edge to edge. Any local depressions on the TLOF’s surface may, however, have gradients of up to 5%. 8.15 The TLOF must have a load bearing capacity that at least corresponds to the allowed maximum take-off mass (MTOM) of the heaviest type of helicopter that is to use the site. 8.16 Objects that exceed a height of 5 cm above the TLOF’s surface must not be within the TLOF. 8.17 The TLOF’s surface must be skid-proof and have a friction coefficient of at least 04 The TLOF must also be of such a nature that loose objects, such as grass, rocks, sand or dirt are not sucked up by the rotor slipstream. 8.18 The colour of the material that is used for establishing the TLOF’s surface must ensure a contrast with the day marking of the TLOF. 8.2 FATO - Final approach and take-off area for helicopter operations in performance classes 1, 2 and 3 8.21 A FATO must be established 8.22 If the FATO and TLOF converge, the requirements for the dimensions for the FATO must be complied

with, but the slope, friction, bearing capacity, condition and MTOM must comply with the requirements for the TLOF. 8.23 The FATO must be free of obstacles and be formed as a square, a rectangle or a circle The FATO must have a solid base and a fixed anchoring in the terrain, cf. Annex 10, Figure 18. 8.24 Objects that exceed a height of 5 cm above the FATO’s surface must not be within the FATO. Perimeter lighting must, however, have a maximum height of 25 cm 8.25 If the FATO is constructed on top of floating pontoons or similar floatation materials, the FATO and TLOF must converge and be solid, cf. Sections 815 and 822 The related safety zone must also be solid. If the FATO is constructed on top of floating pontoons or similar floatation materials, the FATO and the safety zone must converge. 8.26 The FATO must have a size of 15 x the D-value, so that it can contain a circle with a diameter of 1.5 x the D-value, but with the exception of Section 827 8.27 For heliports that are

established exclusively for helicopter air traffic in performance class 1, an area can be established for rejected take-off distance (RTOD), as described in the Helicopter Flight Manual (HFM) for the type of helicopter. In this case, the FATO must be dimensioned either as described in the HFM or be 1.5 times the D-value, depending on which of these values is largest. 8.28 The FATO must be described and illustrated in a drawing in the aerodrome handbook 8.29 The FATO’s surface must be level with a maximum slope of +/- 2 % from edge to edge Any local depressions on the FATO’s surface may, however, have gradients of up to 5%. 8.210 The FATO surface must be of such a nature that loose objects, such as grass, rocks, sand or dirt cannot be sucked up by the rotor slipstream. The FATO may not be in an area with water or a wetlands area unless the Danish Transport, Construction and Housing Authority has given special permission. BL 3-8 / Version 3 / 28.042020/ 7 8.211 The FATO must be

of such a condition that it can resist the impact of rotor slipstreams. The FATO must also be without major unevenness, which may affect take-off and landing, cf. Section 829 In addition, the FATO must have a sufficient bearing capacity to be able to support discontinued helicopter operations and be of such a nature that a helicopter that lands on the FATO cannot fall over. 8.212 The colour of the material that is used to establish the FATO’s surface must ensure a contrast with the day marking of the FATO. 8.213 At heliports where the FATO and the TLOF converge, the FATO must have a load bearing capacity that at least corresponds to the allowed maximum take-off mass (MTOM) of the heaviest type of helicopter that is to use the heliport, cf. Sections 815 and 822 8.214 For heliports located at an IMC or VMC aerodrome covered by BL 3-1 or BL 3-2, the distance between the edge of the aerodrome’s runway and/or taxiway and the edge of the heliport’s FATO must not be less than stated in

Table 1 below. Table 1 The distance between the edge of the runway or taxiway to the edge of the heliport’s FATO The distance between If the aircraft’s mass and/or the edge of the runway and/or taxiway to the the helicopter’s mass is: edge of the FATO Up to 3,175 kg 60 m 3,175 kg up to 5,760 kg 120 m 5,760 kg up to 100,000 kg 180 m Over 100,000 kg 250 m 8.3 Helicopter clearway 8.31 A helicopter clearway must be located as an extension of an area that is available for rejected take-offs (rejected take-off distance (RTOD) if such an area is established, cf. Section 8.27 8.32 The width of a helicopter clearway must not be less than the width of the related safety zone. The helicopter clearway’s surface must be level with the FATO’s surface and have a maximum gradient of 3%, but local depressions in the terrain of the helicopter clearway must have a slope of no more than 5%. A helicopter clearway must not have a negative gradient in relation to the FATO. 8.33 There must not be

obstacles or objects in a helicopter clearway that may be dangerous for the helicopter. 8.4 Safety zone at heliports - helicopter operations in performance classes 1, 2 and 3 8.41 The FATO must be surrounded by a safety zone that does not need to be completely solid. The safety zone must, however, be able to bear a helicopter that unintentionally lands in the safety zone, without the helicopter falling over or being damaged. The safety zone must also be of such a condition that loose objects, such as grass, rocks, sand or dirt are not sucked up by the rotor slipstream. 8.42 The safety zone must not be an area with water or a wetlands area 8.43 The safety zone must surround the FATO symmetrically so that the width of the safety zone is at least 0.25 x the D-value (design parameter) for the largest type of helicopter that BL 3-8 / Version 3 / 28.042020/ 8 is to use the heliport. If the safety zone and the FATO designed as a square, the width of the safety zone must be at least 0.25

x D-value, but not less than 3 m, so that each outer side of the safety zone has a total width of at least 2 x the D-value. If the safety zone and FATO have a circular form, the diameter on the outer side of the safety zone must be at least 2 x the D-value, cf. Annex 1, Figure 1 8.44 The safety zone must be an immediate extension of the FATO with a maximum slope of +/- 4%. 8.45 There must not be any obstacles in the safety zone Objects that have a function that requires them to be placed in the safety zone must not be higher than 25 cm above the surface of the FATO and must be equipped with a circuit breaker. In addition, the construction and equipment that is required for safe operation of helicopter traffic and that cannot be placed outside of the safety zone, must have a light construction, be marked and equipped with a circuit breaker. 8.5 Obstacle-limiting surfaces 8.51 In order to ensure the safety of flight operations at a heliport, obstacle-limiting surfaces must be established

to ensure that there are no obstacles above the surfaces that are described below. Remarks: The obstacle-limiting surfaces for a VMC heliport without a PinS procedure are described in more detail in Section 8.6, while the obstacle-limiting surfaces for a heliport with a PinS procedure are described in more detail in Section 8.7 Remarks: Applications for a PinS procedure are submitted to the Danish Transport, Construction and Housing Authority, which in each individual case assesses whether the conditions for obtaining a PinS procedure are complied with in accordance with ICAO Doc 8168, Procedures for Air Navigation Services. 8.6 Approach and take-off surfaces for day and night flight operations of a VMC heliport without a PinS procedure - helicopter operations in performance classes 1, 2 and 3. 8.61 The approach and take-off surface’s inner edge must converge with the outer limit of the safety zone. The outer limit of the safety zone is perpendicular to the approach and takeoff

direction The approach and take-off surface’s inner edge must be at least 2 x the D-value and is equal to the width of the FATO plus the width of the safety zone. 8.62 The approach and take-off surface’s first sector starts at the inner edge and has a divergence to each side of 15%. The approach and take-off surface’s first sector is 245 m long and has an increasing gradient of 8%, cf. Annex 5, Figure 9 8.63 The approach and take-off surface’s second sector starts where the first sector ends and has a divergence to each side of 15 %, which extends to 10 x the D-value. The approach and take-off surface’s second sector is 830 m long and has an increasing gradient of 16%, cf. Annex 5, Figure 9. After the approach and take-off surface’s second sector ends, the two sides are parallel to a distance of 1 075 m from the inner edge, where they end. The total length of the approach and take-off surface’s first and second sector is therefore 1075 m. 8.64 Alternatively, the approach

and take-off surface’s first and second sector can be designed as a curve with a specific radius. The radius of the curve may either be 575 m or 270 m. If the radius of the curve is 270 m, the first part of the approach and take-off surface (in case of FATO) must be straight and 305 m long. The total length of the curve must be at least 1 075 m, cf. Annex 4, Figure 8 BL 3-8 / Version 3 / 28.042020/ 9 8.65 The transition surface starts at the safety zone’s outer limit and has an increasing gradient of 100% (45°) up to a final height of 10 m. The transition surface must only be established from the safety zone with a width of 2 x the D-value, cf. Annex 5, Figure 9 8.66 There may be no more than four approach and take-off surfaces for a heliport, unless free approach directions are used with an angle of at least 210°, cf. Annex 4, Figure 7 8.67 If there are two opposite approach and take-off directions, the centre lines for these must form an angle in the interval between 150°

and 180°. 8.68 If there are three approach and take-off directions, at least two of these must form an angle in the interval between 150° and 180°. 8.69 If there are four approach and take-off directions, these must be in pairs in opposite directions and be on a straight centre line. The two centre lines for the four approach and take-off directions may cross each other at an angle in the interval between 120° and 60°. However, the angle where the centre lines cross each other should preferably be 90°. Remarks: Examples of approach surfaces for heliports without a PinS procedure are given in Annex 1, Figure 2, Annex 2, Figures 3 and 4 and Annex 3, Figures 5 and 6. 8.7 Approach and take-off surfaces for day and night flight operations of heliports with a PinS procedure - helicopter operations in performance classes 1, 2 and 3. 8.71 For heliports with a related PinS procedure with the ‘Proceed Visually’ facility, there may be no more than two approach directions, which must be

on a straight centre line, cf. Annex 6, Figure 10. Remarks: A PinS procedure may also have the ‘Proceed VFR’ facility. In this case, the approach surfaces described in Section 8.6 are sufficient 8.72 The transition surface starts at the safety zone’s outer limit and has an increasing gradient of 50% (26.56°) up to a final height of 45 m, cf Annex 6, Figure 10 8.73 For the stretches of transition surfaces that are located outside of the safety zone area (that is, 2 x the D-value), the bottom edge of the surface must converge with the approach surface’s side-line itself for both the first and the second sectors. The upper edge of the transition surface ends at a height of 45 m above the FATO’s surface; that is, 403.75 m from the inner edge cf. Annex 6, Figure 10 8.74 Where there is a road or a railway within the projection of the approach and take-off surfaces on the terrain, which is open for traffic, there must be a clearway of 5 m from the surface of the road and 7 m from

the railway tracks and up to the obstacle-limiting surface. 8.8 Emergency landing areas 8.81 During approaches and take-offs, heliports must be equipped with at least one suitable emergency landing area, which is located within the approach and take-off surfaces. 8.82 An area with water or a wetlands area may be approved as an emergency landing area if the helicopter is equipped with floats or emergency floats. 8.83 If a heliport exclusively has flights of helicopter types that operate in performance class 1, the requirement for an emergency landing area may be disregarded. BL 3-8 / Version 3 / 28.042020/ 10 8.9 Obstacles that break through the horizontal surface 8.91 The horizontal surface has its centre in the FATO and a radius of 1000 m, and is located 45 m above the FATO. All obstacles that break through the horizontal surface must be identified. 8.92 If the Danish Transport, Construction and Housing Authority finds that the identified obstacles in Section 8.91 comprise a

danger for flight safety, these can be required to be removed or marked in accordance with BL 3-10 and/or BL 3-11. 8.10 Helicopter taxiway 8.101 The width of a helicopter taxiway must be at least two times the width of the widest undercarriage of the type of helicopter that the taxiway is intended for. 8.102 A helicopter taxiway must be of such a nature and have a bearing capacity that taxiing on the taxiway does not comprise a safety risk for the helicopter. The bearing capacity of the taxiway must at least correspond to the static load from the largest helicopter that is to use the taxiway. 8.103 The length slope of the helicopter taxiway must not exceed 3%, just as the cross slope must ensure effective water drainage and must not exceed 2%. 8.104 A helicopter taxiway must have a planed area without obstacles, which stretches out to at least 0.75 x half of the total width or 15 x the total width of the type of helicopter that the taxiway is to be used for, cf. Annex 7, Figure 11

8.105 There must not be any obstacles within the planed area for the helicopter taxiway, except for objects that have functions that require their presence. 8.106 The planed area for a helicopter taxiway must be able to withstand the impact of the rotor slipstream. 8.11 Helicopter air taxi route Remarks: A helicopter air taxi route is a marked taxi route intended for helicopter air taxiing above terrain or above a taxiway at heights where ‘ground effect’ is retained and with a speed of up to 20 kt. 8.111 The area for a helicopter air taxi route must be at least twice the total width of the largest type of helicopter that is to use the air taxi route. The area for a helicopter air taxi route must also be suitable for emergency landings. 8.112 The length slope and the cross slope of the planed area for the helicopter air taxi route must not exceed the values that are relevant for the types of helicopters that are to use the air taxi route. The maximum slope must be 7% for the length

slope and 10% for the cross slope. 8.113 A helicopter air taxi route must either be a marked yellow guide line on an already established taxiway or a yellow guide line in the terrain, cf. Annex 7, Figure 12 8.114 If a helicopter air taxi route is established on an already existing taxiway, the planed area for the helicopter air taxi route must not have an upward gradient of more than 4%. 8.115 There must not be any obstacles within the planed area for the helicopter air taxi route, except for objects that have functions that require their presence. BL 3-8 / Version 3 / 28.042020/ 11 8.116 The planed area for a helicopter air taxi route must be able to withstand the impact of the rotor slipstream. 8.12 Apron area 8.121 At heliports that are expected to be used by a number of helicopters simultaneously, an apron area must be established with a sufficient number of stands. 8.122 The surface of the apron area must be level with a slope of no more than 2% and have a load bearing

capacity that at least corresponds to the allowed maximum take-off mass (MTOM) for the heaviest type of helicopter that is to use the helicopter stand. The surface must be of a nature that loose objects, such as grass, rocks, sand or dirt cannot comprise a safety risk for the helicopter. 8.13 Helicopter stands 8.131 A helicopter stand may be established in the form of painting on an apron, cf Annex 8, Figure 13, or as an extension of an existing taxiway, cf. Annex 8, Figure 14, or as an independent stand in connection with an air taxi route, cf. Annex 9, Figures 15 and 16 8.132 The size of a helicopter stand must be at least 12 x the D-value for the largest helicopter that is to use the stand. If a helicopter is to be able to turn on the stand, there may be the need for an area that is larger than 1.2 x the D-value 8.133 A helicopter stand may not have a slope of more than 2% measured from edge to edge on the stand. 8.134 The surface of the helicopter stand must be able to withstand

the rotor slipstream and be free of unevenness, which may disrupt manoeuvring the helicopter. The surface must also have a friction that prevents a helicopter from sliding out of the stand. The helicopter stand must also have a bearing capacity that at least corresponds to the allowed maximum take-off mass (MTOM). 8.135 Helicopter stands established on an air taxi route or a ground taxi route must be connected with a safety area. The safety area must be able to provide ground effect and have the same width as the planed area for a ground taxi route or an air taxi route, cf. Annex 8, Figure 14. If the helicopter is to be able to turn on the stand, the safety area must have a width of at least 0.4 x the D-value, cf Annex 9, Figure 16 8.136 Helicopter stands located on an apron must have day marking, which, in addition to the normal traffic lines, consists of a 15 cm wide yellow perimeter stripe or circle with a diameter of 1.2 x the D-value In addition, the stand must have two 50 cm wide

yellow stripes with a mutual distance of 0.5 x the D-value, which mark the holding position of a stand that is intended for driving through. If the helicopter is to be able to turn on the stand, a 50 cm wide yellow circle with a diameter of 0.5 x the D-value must be established, cf Annex 8, Figure 13. 8.137 There must be no overlapping of a number of stands or of the safety area for the stands because the stands are to be used for simultaneous parking, cf. Annex 9, Figure 16 8.14 Visual aids 8.141 There must be at least one wind sock at a heliport 8.142 The wind sock must be cone-shaped The wind sock’s length, largest opening and smallest opening must be 240 cm, 60 cm and 30 cm, respectively. The colour must be red/white in five equally wide stripes starting with a red stripe. BL 3-8 / Version 3 / 28.042020/ 12 8.143 The wind sock must be located outside the obstacle-limiting surfaces and must be visible from a helicopter that is in the air, just as it must be visible all over

the heliport’s manoeuvre area. The wind sock must not be able to be affected by air streams around closeby objects, terrain, vegetation or buildings 8.15 Identification mark 8.151 A heliport must be equipped with an identification mark that must be located in the centre of the FATO. 8.152 The identification mark must consist of a white ‘H’ that has at least a height of 3 m, a width of 1.8 m and a line width of 04 m Heliports that are connected with a hospital must, however, have a red ‘H’ with the dimensions mentioned above, which is placed in a white cross, cf. Annex 11, Figure 19 The cross line in the ‘H’ must be placed perpendicularly in relation to the preferred approach direction, cf. Annex 5, Figure 9 8.153 The identification mark must be established with paint in the FATO at heliports with a solid coating and must be established with white tiles at heliports without a solid coating. 8.154 The colour of the identification mark must be in contrast to the heliport’s

surface and must be able to be seen in various weather conditions, including in snow. 8.155 If the TLOF has limited bearing capacity, the allowed maximum take-off mass (MTOM) must be indicated with two numbers followed by a ‘t’, which indicates the load in tonnes, cf. Annex 10, Figure 18, Annex 11, Figure 19 and Annex 14. 8.16 Marking of the FATO, where the FATO and the TLOF do not converge 8.161 The FATO’s outer limit must be marked with paint or with truncated cones if the demarcation of the FATO’s area is not completely clear. Heliports without solid coatings must be marked with white tiles. 8.162 Marking of the FATO with paint must be designed as rectangular 3 m long and 1 m wide white stripes, cf. Annex 10, Figure 18 The colour of the identification mark must be in contrast to the heliport’s surface and must be able to be seen in various weather conditions, including in snow. 8.163 If truncated cones are used for marking the FATO, these must be placed in a mutual

distance that does not exceed 10 m. The truncated cones must be of a light construction with a height of no more than 0.25 m The colour must be orange or red/white in five equally wide stripes, starting with a red stripe. 8.17 Marking of the TLOF, where the TLOF and the FATO do not converge 8.171 The TLOF’s outer limit must be marked with a 03 m wide stripe Heliports without solid coatings must be marked with white tiles. The colour of the identification mark must be in contrast to the heliport’s surface and must be able to be seen in various weather conditions, including in snow. 8.18 Marking of the FATO and the TLOF, where the FATO and the TLOF do not converge 8.181 Where the FATO and TLOF converge, only the TLOF must be marked with a 03 m wide stripe. The converging edge of the FATO and the TLOF must, however, be marked with truncated cones if this limit is not completely clear, cf. Annex 12, Figure 21 BL 3-8 / Version 3 / 28.042020/ 13 8.182 The marking of the FATO/TLOF

must be in contrast to the heliport’s surface and must be able to be seen in various weather conditions, including in snow. 8.19 Marking of the helicopter taxiways 8.191 A helicopter taxiway must be marked with a centre line and waiting position marks, as described in BL 3-1, Regulations on the establishment of public VMC aerodromes. 8.20 General information about lighting systems 8.201 A heliport that is to be used for flights in the dark (VFR flights at night), must be equipped with a lighting system. 8.202 A heliport with a PinS procedure must be equipped with a lighting system, cf Sections 8.203 - 82012, and Sections 821 – 825 8.203 Lighting at a heliport must be made so that the lighting or reflections from the lighting do not disturb the traffic to and from the heliport. 8.204 If the FATO and the TLOF converge, there must be elevated light fixtures (perimeter lighting) on the outer limits of the FATO and TLOF that are made of a light material and equipped with a circuit

breaker. The light fixtures must not have a height of more than 25 cm above the surface of the heliport, and must have the colour yellow or orange. 8.205 Lowered light fixtures must have sufficient power to not be damaged by the load of the heaviest types of helicopters that use the heliport. 8.206 The lighting on the FATO and TLOF must be a 2-circuit system, where there are two independent power supply circuits, which, however, are connected so that any power outage of one of the power supply circuits does not change the total visual expression of the lighting at the FATO and TLOF. 8.207 Lighting systems that project light with an intensity of more than 100 candela (cd), must be supplied with an adjustment system if the lowest setting possibility gives a light intensity of approximately 25 cd. 8.208 Heliports established on or close to a hospital or with a connected PinS procedure must have an emergency power supply. 8.209 Heliports with a lighting system must be equipped with an

illuminated wind sock 8.2010 Heliports with a lighting system must be equipped with a beacon that is located so that it does not blind incoming helicopter pilots. The beacon must not be located at a level that is below the surface of the FATO. 8.2011 The beacon must help helicopter pilots navigate to the heliport The beacon must therefore be located near the heliport and be visible from a long distance from as many directions as possible. 8.2012 The beacon must project repeated series of short white flashes, as indicated in Annex 10, Figure 17. The beacon must be omnidirectional and have an intensity and light distribution as indicated in Table 2, below. BL 3-8 / Version 3 / 28.042020/ 14 Table 2 Intensity of beacons Elevation 10º 7º 4º 2.5º 1.5º 0º Candela 250 750 1700 2500 2500 1700 8.21 Light marking of the FATO, where the FATO and the TLOF do not converge 8.211 The FATO must be equipped with perimeter lights 8.212 The perimeter lights on the FATO must be located with a

mutual distance that must not exceed 5 m. There must be at least four lights per side, including one in each corner for quadratic heliports, cf. Annex 11, Figure 20 8.213 Circular heliports must be equipped with at least 14 lights that are located with the same mutual distance, but must not be less than 5 m. 8.214 The perimeter lights must be located outside of the day marking stripes and have a distance from the FATO’s outer edge that does not exceed 0.3 m 8.215 The perimeter lights must be omnidirectional and project a constant white light and light distribution as indicated in Table 3 below. Table 3 Intensity of light marking of the FATO (white light) Elevation Candela 30º 10 25º 50 20º 100 10º 100 3º 100 0º 10 8.22 Light marking of the TLOF, where the FATO and the TLOF do not converge 8.221 The TLOF must be equipped with perimeter lights 8.222 The perimeter lights on the TLOF must be located with a mutual distance that must not exceed 5 m. There must be at least four lights

per side, including one in each corner for quadratic heliports, cf. Annex 11, Figure 20 8.223 Circular heliports must be equipped with at least 14 lights that are located with the same mutual distance, but must not be less than 5 m. 8.224 The perimeter lights must be located outside of the day marking stripes and have a distance from the TLOF’s outer edge that does not exceed 0.1 m 8.225 The perimeter lights must be lowered and be no more than 5 cm above the TLOF’s surface, and be omnidirectional and project a constant green light with a light intensity and light distribution as indicated in Table 4 below. BL 3-8 / Version 3 / 28.042020/ 15 Table 4 Intensity of light marking of the TLOF (green light) Elevation Candela 20° < Elev. ≤ 90° 3 13° < Elev. ≤ 20° 8 10° < Elev. ≤ 13° 15 5° < Elev. ≤ 10° 30 2° < Elev. ≤ 5° 15 8.23 Light marking of the FATO and the TLOF, where the FATO and the TLOF do not converge 8.231 If the FATO and TLOF converge,

only the TLOF is marked with green perimeter light and FATO must not be marked, cf. Annex 12, Figure 21 8.232 If the FATO and TLOF converge, the green perimeter light can, instead of being lowered in the FATO’s surface, have a maximum height of 25 cm above the heliport’s surface. 8.24 Surface lighting 8.241 Surface lighting must be established where it is necessary to make the landing point and identification mark clear, or to highlight the surface details. 8.242 Surface lighting must be established in areas with poor lighting, major light pollution or at heliports that are connected with taxiways or a helicopter air taxi route. 8.243 The surface lighting must have a spectral composition that ensures that markings can be identified correctly. Remarks: The spectral composition means the use of uncoloured light with a colour that does not create a conflict or is less visible than the painting used at a heliport. 8.25 Landing direction indicator 8.251 The landing direction indicator

marking must be established at a heliport 8.252 A landing direction indicator lighting must be established at a heliport that that has flights in the dark or has a related PinS procedure. 8.253 The landing direction indicator marking must be placed in a straight line in the approach and take-off directions to the FATO. The marking must be placed on top of a level surface in direct connection with the FATO, cf. Annex 12, Figure 22 8.254 The landing direction indicator must consist of one or more arrow markings on the FATO or TLOF and/or the safety zone, cf. Annex 12, Figure 22 The marking must be 50 cm wide and at least 3 m long and follow the dimensions indicated in Annex 12, Figure 22. 8.255 The landing direction indicator marking must have a colour that is in contrast to the surface that the marking is put on. 8.256 The colour white must be used for the landing direction indicator marking BL 3-8 / Version 3 / 28.042020/ 16 8.257 If the marking is combined with a landing

direction indicator lighting system, it must be established as shown in Annex 12, Figure 22, where the lights are placed within the arrow markings. 8.258 Landing direction indicator lights must consist of at least three lights placed in the approach and take-off direction’s centre line. The first light is placed at a distance of 5 m from the edge of the FATO lighting. The other lights are placed in a straight line with a mutual distance of 1.5 – 3 m and with a total length of at least 6 m The lights must project constant white light and have a light intensity that complies with the requirements in the table in Annex 13, Figure 23. The lights must be visible in all directions (that is, 360°) 8.259 The landing direction indicator lights must be able to be turned on and off together with the lights on the FATO and TLOF. 8.26 Light marking of a helicopter taxiway 8.261 Perimeter lights must be established on a helicopter taxiway that is to be used in the dark. 8.262 The perimeter

lights must be placed no further than 3 m from the edge of the taxiway. 8.263 The perimeter lights must be placed in two rows in parallel with the taxiway centre line and in pairs in a line that is perpendicular to the centre line. However, this does not apply to lights located in a curved taxiway. 8.264 The perimeter lights on each side of the centre line must be placed with a mutual distance of no more than 60 m. On a curved taxiway, the mutual distance between the lights must be less than 60 m, so that the edges of the taxiway are clearly marked. 8.265 The perimeter lights must be omnidirectional and project a constant blue light, which lights up from the horizontal surface and up to 30° above the surface. 8.27 Fencing and signposting 8.271 Signposting must be established along the heliport’s outer limit, which prohibits unauthorised entry in connection with helicopter operations. 8.272 The Danish Transport, Construction and Housing Authority may require that a heliport must be

fenced in. 8.273 If the heliport is fenced in, the fencing must be placed so that it respects the obstaclelimiting surfaces 8.274 Signposting must be established that shows where fire-extinguishing and rescue equipment are located. This signposting must comply with Dansk Standard [Danish Standard], ISO 7010:2012 with subsequent amendments. 8.28 Fire-extinguishing equipment at heliports on terrain 8.281 There must be easily-accessible fire-extinguishing equipment at a heliport on terrain 8.282 The fire-extinguishing equipment must be established in accordance with the categories indicated in Table 5. 8.283 If there is a discrepancy between the fuselage length and the fuselage width, the most restrictive (highest) category must be used. BL 3-8 / Version 3 / 28.042020/ 17 Table 5 8.28 Fire retardants at heliports on terrain Category Max. fuselage length (L) H0 L<8m H1 8 m ≤ L < 12 m H2 12 m ≤ L < 16 m H3 16 m ≤ L < 20 m Max. fuselage width 1.5 m 2m 2.5 m 3m 8.284

For heliports on terrain where helicopter flights take place to a limited extent, fire retardants must be established, such as powder and gases, but for category H3, also synthetic foam. The fire retardants must be established in accordance with Table 6 below 8.285 For heliports on terrain where helicopter flights are frequent, fire retardants must be established, such as synthetic foam, powder and gases. The fire retardants must be established in accordance with Table 7 below. 8.286 The quality of the foam must be in performance class B cf Section 623, of ICAO Annex 14, Volume II. Table 6 Fire retardants for heliports on terrain with limited Synthetic foam Category Water volume, Emptying speed litres litres/min H0 0 H1 0 H2 0 H3 1600 800 traffic Supplementary extinguishing equipment Powder volume kg Gases kg 23 23 45 90 9 9 18 36 Table 7 Extinguishing equipment for heliports on terrain with frequent helicopter flights Synthetic Supplementary extinguishing foam equipment Category

Water volume Emptying speed Powder volume kg Gases kg litre litre/min H0 500 250 23 9 H1 800 400 23 9 H2 1200 600 45 18 H3 1600 800 90 36 Remarks Frequent helicopter flights are defined as more than 700 operations within three consecutive months. Infrequent helicopter flights defined as fewer than 700 operations within three consecutive months Remarks: Due to freezing weather in Greenland, the water volumes stated may be replaced by establishing a fire and rescue collaboration with the local fire brigade. If this solution is chosen, there must be 100 kg of powder at the heliport. BL 3-8 / Version 3 / 28.042020/ 18 8.29 Rescue equipment at heliports on terrain 8.291 At a heliport on terrain, there must be the following rescue equipment that is easily accessible: • 1 pc. aircraft axe • 1 pc. axe • 1 pc. knife for releasing strapped-in passengers • 1 pc. crowbar • 1 pc. bolt cutter • 1 pc. cutting nippers • 1 pc. hacksaw with extra blades • 1 pc. hammer

• 1 pc. chisel • 1 pc. plate shears • 1 set fireproofed work gloves • 1 pc. first-aid box • Orientation and crash map for the helicopter types in question 8.292 The first-aid boxes must contain the necessary aids for first-aid in case of an accident and must be updated on an ongoing basis. 8.30 Weighing 8.301 It must be possible to weigh passengers and freight at a heliport 8.302 The weighing requirement may be disregarded for heliports connected with hospitals that are only used for the regions’ emergency doctor helicopter scheme, 8.31 Alarms 8.311 It must be possible to raise an alarm at a heliport in case of an accident at or near the heliport. If a fixed telephone not has been established, the heliport owner must ensure that there are alternative methods for raising an alarm and that there is the necessary signposting with information about this. 8.32 Mooring gear 8.321 Chocks and mooring gear must be available to the helicopter crew 8.322 The requirement for

mooring gear may be disregarded for heliports connected with hospitals that are only used for the regions’ emergency doctor helicopter scheme,. The requirement may be disregarded, however, for elevated heliports connected with a hospital. BL 3-8 / Version 3 / 28.042020/ 19 8.33 Communication system 8.331 At heliports connected with a hospital, a communication connection must be established between the helicopter and the heliport when flights take place. 8.332 At heliports where a VHF communication system has been established, this must fulfil the conditions of BL 7-22, Regulations on COM systems (radio communications systems on the ground), or Regulation (EU) No 2017/373 of 1 March 2017 (the ATM/ANS regulation). 8.34 Signal for closing 8.341 There must be a signal flag at the heliport, which must be used when closing the heliport. In this case, the flag must be located above the heliport’s ‘H’ The signal flag must be shaped as a square and be at least 3 m x 3 m with a red

background that shows two yellow 0.5 m wide diagonal stripes 8.35 Special requirements for elevated heliports 8.351 A heliport that has been established on top of a bank of earth/earth fill, must comply with the requirements for heliports on terrain. 8.352 If a heliport on terrain is established with a steep edge compared with the surrounding terrain, the Danish Transport, Construction and Housing Authority, after a concrete assessment, may decide that the heliport is an elevated heliport. 8.353 At elevated heliports, the TLOF must converge with the FATO The FATO must comply with the requirements to the dimensions that are described in Section 8.26 8.354 At elevated heliports, when dimensioning the FATO, consideration must be given to the increased load that may occur in connection with wind impact, the presence of people, snow weight, freight, fuelling equipment rescue equipment and the impact shock of the helicopter when landing. 8.355 At elevated heliports; the FATO must have a load

bearing capacity that at least corresponds to the allowed maximum take-off mass (MTOM) for the heaviest type of helicopter that can use the heliport. 8.356 At elevated heliports, the FATO must we sealed (waterproof) and be equipped with a drain and a trench in the entire area of the heliport for collecting any spilled fuel. The drain must be able to bear burning fuel. 8.357 Elevated heliports must not be equipped with a safety zone unless the Danish Transport, Construction and Housing Authority assesses that there is a need to establish a safety zone due to the location of the heliport. 8.358 Applications on permission to establish an elevated heliport must, in addition to the material mentioned in Section 5.2, attach a risk assessment of the extent to which there is a need for a safety zone at the heliport. 8.359 If the Danish Transport, Construction and Housing Authority assesses that there is a need to establish a safety zone, it must comply with the requirements in Section 8.4,

just as the safety zone must sealed (waterproof) and equipped with a drain, cf. Section 8356 8.3510 Because the TLOF and FATO converge on an elevated heliport, the day marking and light marking must be designed in accordance with the regulations for marking the TLOF only, cf. Sections 818 and 823, and cf Annex 12, Figure 21 If the heliport is circular, the same principle must be followed. BL 3-8 / Version 3 / 28.042020/ 20 8.3511 At elevated heliports, in addition to the day marking, there must also be the addition of a sight mark in the form of a yellow circle with an inner diameter that is 0.5 x the D-value The circle’s line width must be 1 m. 8.3512 An elevated heliport must be equipped with a lighting system that consists of green perimeter lights with a light intensity and light distribution as indicated in Table 4. The perimeter lights must be screened so that they do not project light from an angle below 0°. 8.3513 The perimeter lights must be located with a mutual

distance that must not exceed 3 m. There must be at least four light fixtures per side, including a perimeter light in each corner at quadratic heliports. 8.3514 At a circular heliport, there must be at least 16 light fixtures that are placed at a mutual distance that does not exceed 3 m. 8.3515 The perimeter lights must be located outside of the day marking stripe at a distance of no more than 0.1 m from outer edge of the TLOF’s day marking 8.3516 At elevated heliports, surface lighting must be established with a spectral composition that ensures that markings can be identified correctly. 8.3517 An elevated heliport must be equipped with a 15 m wide safety net on all sides of the heliport for catching people, except for from stretches where the heliport’s FATO is at the same level as a larger surrounding area. For elevated heliports that require a safety zone, the safety net must be placed on the outer edge of the safety zone. 8.3518 The safety net must have a positive slope

outwards and upwards of 10° and must be mounted so that it protects people on the FATO. The innermost edge of the safety net must be fastened a bit under the surface of the FATO and the net’s outermost edge may not be higher than the surface of the FATO. 8.3519 The safety net must be able to absorb the gravitational energy from a mass of 100 kg falling from a height of 1 m. 8.3520 At elevated heliports, fire retardants and volumes in accordance with Table 8 below, must be established. 8.3521 The quality of the foam must be in performance class B cf Section 623 of ICAO Annex 14, Volume II. Table 8 Extinguishing equipment for Synthetic foam Category Water volume litre H0 1250 H1 2000 H2 3000 H3 4000 elevated heliports Emptying speed litre/min 250 400 600 800 Supplementary extinguishing equipment Powder volume kg Gases kg 23 45 45 90 9 18 18 36 8.3522 At elevated heliports, there must be a hose set-up with a foam spray nozzle that has a capacity of at least 250 litres/min. At

elevated heliports, there must also be at least three foam monitors. Each individual foam monitor must be able to supply the water volume that is BL 3-8 / Version 3 / 28.042020/ 21 indicated in Table 8. The foam monitors must be mounted with a mutual angle of no more than 140°. 8.3523 At elevated heliports, the foam extinguishing system must be able to be activated and work within 15 seconds. 8.3524 At elevated heliports, there must be protective clothing for fire, including gloves, boots and hardhats with visors for at least two people. When the equipment is not being used, it must be stored close to the heliport in a cabinet or a box marked ‘Fire clothing’. 8.3525 At elevated heliports, in connection with helicopter operations, a fire-extinguishing service must be established consisting of at least two people who are trained to use the fireextinguishing equipment. The fire-extinguishing service must be carried out in compliance with the regulations in Annex 15. 8.3526 At

elevated heliports, a VHF radio system must be established in compliance with BL 7-22, Regulations on COM systems (radio communications systems on the ground), The person or persons who use the VHF radio system must comply with the conditions in Section 9.3 8.3527 At elevated heliports, there must be an anemometer, which shows the direction and strength of the wind, and which complies with the conditions in BL 7-18, Regulations on meteorological equipment at aerodromes, or Regulation (EU) 2017/373 of 1 March 2017 (the ATM/ANS regulation). The anemometer must be placed so that it is affected as little as possible by buildings and constructions, etc. Reading of the measurements must take place in a place from which they can be given to the helicopter pilots. 8.3528 At elevated heliports, there must be at least two convenient and clearly marked access roads, which are located as far from each other as far as practically possible. The access roads must have free passage of at least 60 cm.

8.3529 At elevated heliports, the following equipment must be available: • Rescue equipment, cf. Section 829 • Equipment for weighing passengers and freight, unless it is a heliport that is established exclusively for the use of the regions’ emergency doctor helicopter scheme. • An alarm system, cf. Section 831 • Mooring gear, cf. Section 832 8.36 Refuelling facilities 8.361 For heliports where a refuelling facility has been established, the regulations in BL 3-6 must be fulfilled. 9 Heliport services, heliport management and NOTAM 9.1 Heliport management must be established and a heliport manager must be identified in accordance with BL 3-18. 9.2 The heliport must be staffed when it is used for commercial aviation, unless otherwise approved by the Danish Transport, Construction and Housing Authority. Heliports connected with a hospital or which are established for use by the regions’ emergency doctor helicopter BL 3-8 / Version 3 / 28.042020/ 22 scheme must

always be staffed when there are flights. The service must be carried out in compliance with the regulations in Annex 15. 9.3 For heliports where a VHF communication system has been established, the heliport manager or his or her deputy will be the holder of a valid N-JOR certificate, cf. BL 6-08, Regulations on certificates for the use of radio systems in aviation radio services etc. 9.4 The heliport management must issue NOTAMs regarding conditions where the system, equipment or service temporarily deviates from the level that form the basis for the heliport’s approval. When closing the heliport, the heliport management must place the signal flag above the heliport’s ‘H’, cf. Section 8341 9.5 The heliport management must monitor the obstacle-limiting surfaces and the horizontal surface on an ongoing basis, cf. Section 89 If an obstacle breaks through the obstaclelimiting surfaces, the heliport management must issue a NOTAM about this and contact the Danish Transport,

Construction and Housing Authority, which will decide whether the obstacle is to be removed or marked, cf. Section 892 9.6 The Danish Transport, Construction and Housing Authority may, in special cases, decide that an air traffic service and/or weather observation service must be established at a heliport. 9.7 An aerodrome regulation must be prepared for the heliport However, the requirement for an aerodrome regulation may be disregarded for private heliports that are used for commercial aviation, and which are given technical approval according to the regulations in this BL. 9.8 Before the heliport is used, the approach directions must be approved in the Aeronautical Information Publication (AIP). 10. Colours The colours that are mentioned in this BL must comply with the CIE standards that are described in ICAO Annex 14, Volume I, Appendix 1. 11. Dispensation In special cases, the Danish Transport, Construction and Housing Authority may dispense with the regulations in this BL when it

is estimated that it is compatible with the considerations that form the basis for the regulations in question. 12. Revocation 12.1 At any time, the Danish Transport, Construction and Housing Authority may revoke a technical approval if the facility does not fulfil the requirements, or if the conditions made are significantly neglected and the condition is not remedied within a deadline that is determined by the Danish Transport, Construction and Housing Authority. 12.2 The Danish Transport, Construction and Housing Authority may revoke permission to operate if a) during the practice of the company covered by the permission, significant neglect of the instructions in the Danish Consolidated Air Navigation Act or in the permission for such a company or other applicable instructions is found, and the condition is not remedied within a deadline that is determined by the Danish Transport, Construction and Housing Authority, cf. Section 58(1) of the Danish Consolidated Air Navigation Act,

or BL 3-8 / Version 3 / 28.042020/ 23 b) it may be assumed that the permit holder is not able to duly maintain the operation, cf. Section 58(1) of the Danish Consolidated Air Navigation Act. 13. Penalties 13.1 Breaches of the regulations in Section 51, Section 61, Section 71, Section 8 and Section 9 in this BL are punishable by fines unless a higher punishment is deserved in accordance with Section 149(10) of the Danish Consolidated Air Navigation Act. 13.2 Liability to punishment may be imposed on companies etc (legal persons) according to the rules of Chapter 5 of the Danish Penal Code, cf. Section 149(14) of the Danish Consolidated Air Navigation Act. 14. Entry into force 14.1 This BL goes into force on 1 July 2020, cf, however, Section 143 14.2 BL 3-8, version 2 of 12 December 2008 is revoked 14.3 New and/or amended requirements in this BL will only apply to new heliports that are established after this BL has entered into force. If amendments are made to an existing heliport,

the amendments made must comply with any new and amended requirements in this BL for the specific partial area. 14.4 The requirement for the order on approach directions in the AIP in Section 98 must be fulfilled before a new heliport is used. If changes to an existing heliport are carried out, the requirement in Section 9.8 must be fulfilled no later than when the Danish Transport, Construction and Housing Authority approves the change. The Danish Transport, Construction and Housing Authority, xx April 2020 Carsten Falk Hansen /Henrik Ellermann BL 3-8 / Version 3 / 28.042020/ 24 Annex 1 Fig 1 Sikkerhedszone bredde = 0.25 x design DSafety zone width = 025 x design D-value or værdien eller mindst 3 m at least 3 m FATO FATO FATO og tilhørende sikkerhedszone FATO and related safety zone Gradient 100% = 45 gr. Fig 2 Gradient 100% = 45 gr. BL 3-8 / Version 3 / 28.042020/ 25 VMC Overgangsflader gradient 100 %, højde og bredde 10 m VMC transition surfaces gradient 100%,

height and width 10 m BL 3-8 / Version 3 / 28.042020/ 26 Annex 2 Overgangsfl. H= 10 m Gradient 8% Fig 3 Transition surf. H= 10 m Gradient 8 % VMC Overgangsfl. H = 10 m Gradient 8% Vinkel mellem indflyvningsfladerne mindst Fig 4 VMC transition surf. H = 10 m Gradient 8 % Angle between the approach surfaces at least BL 3-8 / Version 3 / 28.042020/ 27 150 grader 150 degrees BL 3-8 / Version 3 / 28.042020/ 28 Annex 3 Overgangsfl. H= 10 m Gradient 8% Fig 5 Transition surf. H= 10 m Gradient 8 % VMC Overgangsflade H = 10 m Gradient 8% Fig 6 VMC transition surface H = 10 m Gradient 8 % BL 3-8 / Version 3 / 28.042020/ 29 Annex 4 Fig 7 Konisk flade med hældningen 8 % opad og Conical surface with a slope of 8% upwards udad til en afstand af 1075 m regnet fra and outwards to a distance of 1075 m sikkerhedszonens ydre begrænsning. calculated as the safety zone’s outer limit. Gradient 8% Gradient 8 % Fri indflyvningssektor med en vinkel på Free approach sector with

an angle of at mindst 210 grader least 210 degrees Minimums længde 1075 m Fig 8 Minimum length 1 075 m BL 3-8 / Version 3 / 28.042020/ 30 Annex 5 Obstacle-limiting surfaces for heliports without a PinS procedure Parallelle sider FATO/TLOF Fig 9 Parallel sides FATO/TLOF BL 3-8 / Version 3 / 28.042020/ 31 Annex 6 Obstacle-limiting surfaces for heliports with a PinS procedure Parallelle sider FATO/TLOF Parallel sides FATO/TLOF Fig 10 BL 3-8 / Version 3 / 28.042020/ 32 Annex 7 Fig Rullevejs bredde = 2 x bredde af helikopter understel / hovedhjul Strippens bredde = 1.5 x rotor diameter på største helikopterttype der anvendes. 11 Taxiway width = 2 x the width of the helicopter undercarriage/main wheels The width of the stripe = 1.5 x rotor diameter of the largest type of helicopter that is used. Fig Rullevejsbredde = 2 x helikopterunderstel / Hovedhjul Stripbredde = 2 x Hovedrotor diameter Air taxi-route i terræn Air taxi-route på eksisterende rullevej 12

Taxiway width = 2 x the helicopter undercarriage/main wheels Stripe width = 2 x main rotor diameter Air taxi route on terrain Air taxi route on existing taxiway BL 3-8 / Version 3 / 28.042020/ 33 Annex 8 Kørelinje i form af gul stribe 15 cm bred Touchdown position cirkel for drej af helikopter gul stribe med bredde 50 cm til venstre, til højre stoplinjer for gennemkørende helikopter gul stribe med bredde 50 cm Perimeter markering gul stribe 15 cm bred diameter 1.2 x D Lead in/Lead out kørelinjergul 15 cm bred Taxi-route centerlinje Rullevejs centerlinje Fig 13 Traffic line in the form of a yellow stripe that is 15 cm wide Touchdown position circle for turning the helicopter, yellow stripe with a width of 50 cm to the left; to the right, stop lines for helicopters passing through, yellow stripe with a width of 50 cm Perimeter marking yellow stripe, 15 cm wide, diameter 1.2 x D Lead in/Lead out traffic line yellow, 15 cm wide Taxi route centre line Taxiway centre line BL 3-8

/ Version 3 / 28.042020/ 34 Standpladser i forbindelse med ordinære rulleveje Fig 14 Stands in connection with ordinary taxiways BL 3-8 / Version 3 / 28.042020/ 35 Annex 9 Air taxi-route standpladser Fig 15 Air taxi route stands Fig 16 Standpladser der alle kan benyttes samtidigt Stands that all can be used simultaneously Lead-in Lines Lead-in lines BL 3-8 / Version 3 / 28.042020/ 36 Air Taxi-Route Air taxi route BL 3-8 / Version 3 / 28.042020/ 37 Annex 10 Intensitet Tid Fig 17 Intensity Time TLOF markering FATO markering Fig 18 TLOF marking FATO marking BL 3-8 / Version 3 / 28.042020/ 38 Annex 11 TLOF markering FATO markering Fig 19 TLOF marking FATO marking Fig 20 TLOF dag-markering, hvid stribe TLOF nat-markering, grønne perimeterlys. FATO dag-markering, afbrudte hvide striber FATO nat-markering, hvide perimeterlys. TLOF day marking, white stripe TLOF night marking, green perimeter lights. FATO day marking, interrupted white stripes FATO night

marking, white perimeter lights. BL 3-8 / Version 3 / 28.042020/ 39 Annex 12 Hvis FATO er sammenfaldende med TLOF skal kun TLOF markeres med grønne perimeterlys Fig 21 If FATO converges with the TLOF, only the TLOF must be marked with green perimeter lights Fig 22 BL 3-8 / Version 3 / 28.042020/ 40 Afstanden mellem pile kan være længere Antal lys mindst 3 stk, indbyrdes afstand mellem 1,5 m - 3 m FATO Sikkerhedszone 1. Eksempel ind- og udflyvninger i flere retninger. 2. Pile kan placeres indefor TLOF, FATO samt sikkerhedszonen. 3. Lys kan placeres udenfor pilen The distance between arrows may be longer Number of lights at least three, mutual distance between 1.5 m - 3 m FATO Safety zone 1. Example approaches and take-offs in a number of directions. 2. Arrows may be placed inside the TLOF, FATO and the safety zone. 3. Lights may be located outside the arrow BL 3-8 / Version 3 / 28.042020/ 41 Annex 13 Fig 23 BL 3-8 / Version 3 / 28.042020/ 42 Annex 14 Note:

Alle mål er i cm. Note: All measurements are in cm. BL 3-8 / Version 3 / 28.042020/ 43 Annex 15 Aerodrome services for heliports Aerodrome services for heliports must at least include the following activities, which must be described in the aerodrome handbook: 1) Inspections The inspections must ensure that the installed facilities and equipment function in the way they have been approved for; that there are no unauthorised people, animals or objects on the FATO’s area or in the safety zone during helicopter operations, and that the obstaclelimiting surfaces are not crossed by obstacles if their presence has not been approved by the Danish Transport, Construction and Housing Authority. Any errors and deficiencies must be remedied as soon as possible and until this has taken place, they must be reported in NOTAM. The FATO must be inspected before each helicopter operation. 2) Cleaning of the FATO The FATO and the safety zone must be kept free of loose objects, such as packaging

grass, rocks, sand and/or dirt, which can be sucked into engines or up by the rotor slipstream. The FATO must be kept clear of snow, ice and other precipitation. 3) Regular function tests of equipment Regular function tests of the equipment that is established at the heliport must be carried out according to a specifically prepared plan. 4) Maintenance of the facility and its equipment The established facility with its related equipment must be maintained on an ongoing basis, so that it always complies with the original approval level. Communication During helicopter operations, the heliport manager must inform the helicopter pilot about the condition of the FATO and about conditions that may cause a risk, such as unauthorised activities and errors, as well as deficiencies of the facility and its equipment. Activities in connection with helicopter operations The heliport manager must ensure – that there are no people on the FATO during helicopter operations, – that the starting and

landing area is clear of unauthorised objects, – that there is no smoking or use of open flame on the FATO, – that the procedures that are determined by the helicopter operator in connection with disembarking or boarding passengers or unloading or loading of freight are followed, BL 3-8 / Version 3 / 28.042020/ 44 – that during helicopter operations, there is always a person who is placed where alarms and fire-extinguishing can be started immediately and so that fire extinguishing can be carried out from a beneficial position with regard to the current wind direction, – that passengers who waiting to fly do not leave the waiting room or a specially marked waiting area until notice has been given that embarkation may commence, and – that dangerous goods are not taken on board without the acceptance of the helicopter crew. The heliport manager must ensure – before landing – that the landing light is on, and – that fire and rescue equipment is ready and available, –

after landing – that no people get near the current type of helicopter’s dangerous areas, – before starting – that FATO is ready, and – that material and equipment have been removed. During parking, the heliport manager must participate by – placing chocks and – helping the helicopter crew secure the helicopter. The use of protective clothing During helicopter operations on elevated heliports, the heliport manger or his or her assistant must wear boots, fireproof clothing and a hard hat with a visor, and fire-proof gloves must be brought as well. BL 3-8 / Version 3 / 28.042020/ 45