Approach and REH

What an REH is

In terminal areas with a lot of helicopter traffic, DECEA publishes Helicopter Special Routes (REH). The ICA 100-4 says they may be set up "according to the volume and complexity of air traffic, [...] to organise helicopter traffic within a CTR/TMA" (item 5.4.1)¹.

The VFR circulation AICs describe an REH as a VFR route shaped like a corridor, based on visual references on the ground (highways, rivers, bridges, stadiums), laid out so as not to interfere with IFR procedures or with local traffic at the main aerodromes. The corridor is usually 1 NM wide, half on each side of the centreline². An REH is not the same as an REA, the Aircraft Special Route, which serves aeroplanes and helicopters and is 3 NM wide. A helicopter may use an REA if it meets that route's requirements².

Where REH are published

Each terminal area with REH has:

• a VFR circulation AIC, with the general rules, the description of each route and the coordinates of the points;
• the CCV REH charts (Visual Corridor Charts), with the route drawings;
• any procedures in the AIP and in the aerodromes' VAC.

On the portal, each terminal area's REH are on the terminal page: the REH map layer and the "Visual navigation documents" box, with links to the AICs and charts. Before opening an APP with REH, open that page.

Helicopter rules on an REH

The rules below apply on any REH. The values for each route (altitudes, points, frequencies) are in the terminal area's publication.

Some REH are compulsory: the helicopter leaves them only in an emergency or with an ATS clearance. Others are recommended, usually in class G, and entering controlled airspace still requires a clearance².

Control or information?

The airspace class of each REH segment is in the publication, and may differ from the class of the surrounding terminal area². That class tells you what APP provides:

What each class gives a VFR flight is in the Airspace and ATS Services Manual. What matters here is not to "control" a helicopter in class G: there, it decides on its own.

APP tasks

Before opening the position

• Know which REH run through your terminal area, where they cross the finals and IFR departures, and at which points the helicopter moves from your frequency to a tower's.
• Know the altitudes by direction of flight. They are what separates two helicopters flying opposite ways.

Identification and transponder

Under the general rule, a transponder is mandatory in classes A to E and, in class G, only above FL 100 and 2,500 ft above ground; there are even REA published for aircraft without a transponder (Arts. 870 and 871 of the ICA 100-37)⁷. What makes the transponder mandatory throughout the area, class G included, is the AIC of each terminal area with REH, which also sets a code for helicopters flying between places without an ATS unit². When the helicopter enters controlled airspace, give it its own code and identify it like any other traffic.

The standard report

To keep the frequency clear, the AICs ask for a short first call, with the addressee, registration, route, position, altitude and direction of travel². A typical report is:

"Control, PR-HEL, helicopter route ALFA, overhead the BRIDGE, 1,500 feet, northbound."

If the pilot calls with less than that, ask for what is missing before clearing them.

Entry and crossing

A helicopter entering controlled airspace along an REH needs a clearance: no VFR flight enters a class B, C or D TMA or CTR without an APP clearance (Art. 421 of the ICA 100-37)⁷. The clearance gives the route, altitude and next reporting point. Where the REH crosses a final or an IFR departure path, the helicopter needs a clearance to cross.

Traffic information

Two helicopters flying opposite ways on the same REH are at different altitudes and each on the right of the centreline. Even so, tell each about the other. Also tell a helicopter passing close to a final about the traffic on it, and a VFR aeroplane crossing an REH about the helicopters on it.

Priority on approach

An air ambulance carrying a seriously ill or injured person or a vital organ has priority on approach too (Art. 462 of the ICA 100-37)⁷, not only at the tower. See Special Operations for what applies on the network.

Coordination with the tower

An REH that enters a CTR or ATZ moves to the tower frequency at a defined point. Coordinate with the tower before transferring, as you would for any VFR arrival. The transfer is at the published point, not in the middle of the corridor.

On the network

APP is an S3 position under the GCAP, with a maximum range of 150 NM³. With the tower and ground offline, APP covers both under the top-down principle (GCAP 4.6)³, including helicopter landings and take-offs at the terminal area's aerodromes.

Many helicopter pilots on the network do not know the REH. Some practical rules:

• if the pilot does not have the chart, point them to the terminal page on the portal, which shows the REH on the map;
• if they cannot follow the REH, clear a direct route to a visual point, away from finals and IFR departures, at an altitude that does not conflict with them. If you must vector it, make sure it does not enter instrument conditions, and do not vector a controlled flight out of controlled airspace without reason (Arts. 929 and 1026 of the ICA 100-37)⁷;
• in class G with no controller online, the published coordination frequency becomes the network traffic frequency: the Code of Conduct requires the designated frequency or, where there is none, 122.800 (item B5)⁴.