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Approach Area – Helicopter (VAA – H) which extends from the
Missed Approach Way-Point (MAWP) to the Helicopter Landing
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Site (HLS). Obstacle clearance at MDA is assured within a VAA –
H.
1.9.2 The VAA – H comprises a 1NM wide corridor centred on the track
from the MAWP to the HLS, plus the area beyond the HLS contained
within a 0.5NM radius centred on the HLS.
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H
0.5NM Radius
Missed Approach
Protected Area
Final Approach
Protected Area
MAWP
VAA - H 1NM
Figure 1.1 – Visual Approach Area – Helicopter
1.9.3 Flight within a VAA – H is a visual flight manoeuvre. After visual
contact is established, and after passing the MAWP, the helicopter
is manoeuvred within the VAA – H, at an altitude not below the
MDA, utilising key lead-in points until the HLS is sighted.
1.9.4 Descent below MDA may only occur when the pilot:
a. maintains the helicopter within the VAA – H; and
b. maintains visibility along the intended flight path:
(1) by day, not less than that specified for helicopter VMC,
and
(2) at night, not less than the published minimum visibility for
the procedure; and
c. maintains visual contact with key lead-in points (ie, lighting or
other prominent identifiable features) or the HLS; and
d. while complying with a., b., and c., intercepts a normal approach
path to the HLS for the particular helicopter and a landing
is assured.
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ENR 1.6 RADAR SERVICES AND PROCEDURES
1. RADIO COMMUNICATIONS PROCEDURES
1.1 Pilots requesting radar service should address their request to the
ATS unit with which they are communicating.
1.2 Where an Area Approach Control Centre (AACC) is not established,
the pilot will be advised the time or place to transfer to radar.
1.3 Where an AACC is established, procedural and radar control may
be provided on a common frequency. The callsign identifies the
service being provided – eg, ... CENTRE, ... APPROACH, ... DEPARTURES.
2. IDENTIFICATION PROCEDURES
2.1 Before exercising radar control there will be positive identification
of the aircraft concerned. However, radar control services will not
be provided until the aircraft is within controlled airspace.
3. RADAR VECTORING PROCEDURES
3.1 On receipt of radar heading instructions the pilot must, unless
otherwise instructed, immediately commence a rate 1 turn, or the
standard rate of turn for the aircraft type, and then maintain the
heading given.
3.2 Aircraft will normally be vectored on routes along which the pilot
can monitor navigation.
3.3 When an aircraft is given a vector which will take it off an established
route, the pilot will be advised of the reason for the vector,
unless it is self-evident.
3.4 When an aircraft reports unreliable directional instruments, the
pilot will be requested, prior to the issuance of manoeuvring instructions,
to make all turns at an agreed rate and to carry out the
instructions immediately on receipt.
3.5 When aircraft are being radar vectored, the controller will assign
altitudes which allow for terrain clearance. However, in VMC by
day, an aircraft may be permitted to arrange its own terrain clearance.
In such instances, the aircraft will be instructed to [TURN
LEFT (or RIGHT) HEADING (heading)] [CLIMB (or DESCEND)
TO (level)] VISUAL.
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3.6 Pilots being radar vectored will be routinely advised of their position
to enable pilot navigation in the event of radio or radar failure.
3.7 The interval between ATC transmissions will be kept short to enable
the pilot to quickly recognise a communication failure. When
aircraft are on headings that could infringe terrain clearance or separation
standards, the interval between transmissions will not exceed
30 seconds.
3.8 Before take-off, ATC may indicate a requirement for a departing
aircraft to assume a heading after take-off, followed by frequency
change instructions if appropriate. Radar headings, other than
those assigned for a radar SID, will only be issued for a visual departure
by day in VMC.
3.9 Arriving aircraft may be radar vectored to:
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