Obstacles Galore

Helicopters are smaller craft and lack the capability to circle for prolonged periods in the congested traffic patterns at Indian metros. There exists, therefore, a clear need for the two types of traffic to be segregated and operated from independent, non-interfering landing/take-off areas along well-defined approach and departure corridors.

The investigation into the Mi172 helicopter accident at Tawang in April this year concluded that while the accident was survivable, passenger deaths were attributable to inadequate fire services, non-availability of crash equipment and trained personnel. This indictment should not come as a surprise to anyone familiar with helicopter operations in India. The term “heliport” is often used to refer to a helipad. However, the technical import of a “heliport” that stipulates minimum facilities and support services required for safe operations, is not adequately understood. The operators tend to ignore the stipulations and the Directorate General of Civil Aviation (DGCA) does not have the manpower to audit and inspect the heliports in regular use. So what is a heliport and why is it difficult to ensure safety in heliports in India?

Fixed vs Rotary Wing Operations

To answer the question, we need to look at the nature of operations by helicopters vis-à-vis fixed-wing aircraft. Briefly differentiated, fixed-wing aircraft land and then stop, as opposed to helicopters which do the reverse—stop in the air and then land. The capability to hover permits helicopters to land in spaces just adequate to physically accommodate, giving them the advantage of operating from confined or built-up areas such as in the middle of a city.

The very nature of helicopter operations requires a different approach, a philosophy the International Civil Aviation Organisation (ICAO) has enshrined in its Standards and Recommended Practices (SARPs). Annexure 14 of the Convention on International Civil Aviation deals with Aerodromes and its Volume II is a document entitled “heliports” that are “areas intended for the exclusive use of helicopters at an aerodrome primarily meant for the use of fixed-wing aircraft.” The document defines the minimum requirements for a heliport as “an aerodrome or a defined area on a structure intended to be used wholly or in part for the arrival, departure and surface movement of helicopters.”

A ‘heli-deck’ is defined as a heliport located on a floating or fixed offshore structure such as on offshore oil rigs. The document provides definitions and dimensions of the touchdown and lift-off area, the final approach and take-off area and the safety area in quantified terms so that even non-instrument operations can be conducted safely. The DGCA has issued three civil aviation requirements (CARs) related to helicopter operations from heliports/landing areas in Section 4—Aerodrome Standards and Air Traffic Services, Series ‘B’. ‘Heliports’ is the title of the 83-page CAR issued in 2006 and is based on the ICAO document cited above. The two other CARs deal with “minimum safety requirements for temporary helicopter landing areas” and “minimum safety requirements for helicopter landing areas used on regular basis”. These CARs circumscribe the safety and operational paradigms of helicopter operations and are highly restrictive.