Construction of Helipad , Elevated Helipads, Heliports, Runways

By virtue of its varied terrain, India is basically a helicopter country. However, the infrastructure in terms of surface helipads, elevated helipads and heliports for supporting helicopter operations is woefully inadequate in the country. Ministry of Civil Aviation is keen to promote the development of Helipads, heliports across the country to promote the growth of helicopter industry. BNN Aviation professionals have vast experience and expertise in the development of Helipads, Heliports to cater to the growing need of customers. Helipads can be located on land, on top of buildings, hospitals,bridges etc. We will provide the consultancy for the development of these facilities right from the conceptual stage to construction and approval by regulatory authorities. Our consultancy fee will be the best in the industry and our services will be of very high standards to the customer.

Runway Construction

BNN Aviation has the services of highly experienced and expert professionals in the field of runway construction. We will provide consultancy on very competitive rates for runway construction from the stage of sighting till final approval.

Sitting and Orientation of Runways

Many factors should be taken into account in the determination of the siting and orientation of runways. These factors are classified under four headings:

Type of operation. Attention should be paid in particular to whether the aerodrome is to be used in all meteorological conditions or only in visual meteorological conditions, and whether it is intended for use by day and night, or only by day.

Climatological conditions. A study of the wind distribution should be made to determine the usability factor. In this regard, the following comments should be taken into account: Wind statistics used for the calculation of the usability factor are normally available in ranges of speed and direction, and the accuracy of the results obtained depends, to a large extent, on the assumed distribution of observations within these ranges. In the absence of any sure information as to the true distribution, it is usual to assume a uniform distribution since, in relation to the most favourable runway orientations, this generally results in a slightly conservative for the usability factor.

The maximum mean cross-wind components are given in the DGCA CAR. There are some factors which may require that a reduction of those maximum values be taken into account at a particular aerodrome. These include:

(a) The wide variations which may exist, in handling characteristics and Maximum permissible cross-wind components, among diverse types of aero planes(including future types).
(b) Prevalence and nature of gusts.
(c) Prevalence and nature of turbulence.
(d) Availability of a secondary runway.
(e) Width of runways.
(f) The runway surface conditions — water, snow and ice on the runway materially reduce the allowable crosswind component.
(g) Strength of the wind associated with the limiting cross-wind component.
(h) Account should be taken of their frequency as well as the accompanying wind direction and speed.
(i) Topography of the aerodrome site, its approaches, and surroundings.
(j) Compliance with the obstacle limitation surfaces.
(k) Current and future land use.
(l) The orientation and layout should be selected so as to protect as far as possible the particularly sensitive areas such as residential, school and hospital zones from the discomfort caused by aircraft noise;
(m) Current and future runway lengths to be provided.
(n) Construction costs.
(o) Possibility of installing suitable non-visual and visual aids for approach-to-land.
(p) Air traffic in the vicinity of the aerodrome, particularly: proximity of other aerodromes or ATS routes, traffic density air traffic control and missed approach procedures.