9.2.10 The required firefighting equipment and agents by index are shown in the table above. The substitution equivalencies between complementary agents and foam meeting performance level A are also used for protein and fluoroprotein foam. Equivalencies for foam meeting performance level B are used only for aqueous film forming foams.
9.2.18* There is no specific requirement to provide rescue equipment as distinguished from firefighting equipment.
9.2.19* At least one apparatus must arrive and apply foam within 3 minutes with all other required vehicles arriving within 4 minutes. Response time is measured from the alarm at the equipment’s customary assigned post to the commencement of the application of foam at the mid.point of the farthest runway.
9.2.29* For ICAO category 6 (U.S. index B), the U.S. allows one vehicle.
9.4.4 At the present time, there is no requirement to perform tests using a continuous friction measuring device with self.wetting features. Some U.S. airports own these devices, while others use less formal methods to monitor build.up of rubber deposits and the deterioration of friction characteristics.
9.4.15 The standard grade for temporary ramps is 15 feet longitudinal per 1 inch of height (0.56 percent slope) maximum, regardless of overlay depth.
9.4.19 There is no U.S. standard for declaring a light unserviceable if it is out of alignment or if its intensity is less than 50 percent of its specified value.
*Indicates ICAO Recommended Practice
ANNEX 14 . AERODROMES
VOLUME II . HELIPORTS
Chapter 1 Definitions
Declared distances The U.S. does not use declared distances (take.off distance available, rejected take.off distance available, or landing distance available) in designing heliports.
Final approach and take.off area (FATO) The U.S. ‘‘take.off and landing area’’ is comparable to the ICAO FATO, and the U.S. ‘‘FATO’’ is more comparable to the ICAO TLOF. The U.S. definition for the FATO stops with ‘‘the take.off manoeuvre is commenced.’’ This difference in definition reflects a variation in concept. The rejected take.off distance is an operational computation and is not required as part of the design.
Helicopter stand The U.S. does not use the term “helicopter stand.” Instead, the U.S. considers paved or unpaved aprons, helipads, and helidecks, all as helicopter parking areas; i.e., helicopter stands.
Safety area The U.S. considers the safety area to be part of the take.off and landing area which surrounds the FATO and does not call for or define a separate safety area.
Touchdown and lift.off area (TLOF) The U.S. differs in the definition by considering helipads and helidecks to be FATO. The U.S. does not define the load bearing area on which the helicopter may touch down or lift.off as a TLOF.
Chapter 2 Heliport Data
2.1 d) The U.S. does not measure or report a safety area as a separate feature of a heliport.
2.2 The U.S. does not ‘‘declare’’ distances for heliports.
Chapter 3 Physical Characteristics
3.1.2 The U.S. does not distinguish between single.engine and multi.engine helicopters for the purposes of heliport design standards. Neither does the U.S. design or classify heliports on the basis of helicopter performance. The U.S. FATO dimensions are at least equal to the rotor diameter of the design single rotor helicopter and the area must be capable of providing ground effect. The U.S. does not have alternative design standards for water FATOs, elevated heliports, or helidecks.
3.1.3 The U.S. has a single gradient standard; i.e., 5 percent, except in fueling areas where the limit is 2 percent, which is applicable for all portions of heliports.
3.1.6 3.1.7* 3.1.8* The U.S. does not require or provide criteria for clearways in its design standards. It does encourage ownership and clearing of the land underlying the innermost portion of the approach out to where the approach surface is 10.5 meters above the level of the take.off surface.
3.1.14 to 3.1.21 Safety areas are considered part of the take.off and landing area (or primary surface) in U.S. heliport design. The take.off and landing area of the U.S. design criteria, based on 2 rotor diameters, provides for the ICAO safety area; however, the surface does not have to be continuous with the FATO or be load bearing.
3.1.22 Taxiway widths are twice the undercarriage width of the design helicopter.
3.1.23 The U.S. requires 1.25 rotor diameters plus 2 meters of separation between helicopter ground taxiways.
3.1.24 The U.S. gradient standard for taxiways is a maximum of 5 percent.
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