OPERATIONS ADVISORY MEMORANDUM (OAM)

Transcription

1 OPERATING STANDARDS DEPARTMENT OPERATIONS ADVISORY MEMORANDUM (OAM) OAM. No: 08/00 Reissued:23/05/05 Title Heliports Guidelines for Heliport Site Owners/Occupiers and for Heliport Site-keepers (Replaces OAM as reissued on 01/06/02) Note: As most of the information in this OAM has been extracted from other publications, the reader/user must be aware that the information contained in this OAM may have been superceded by recent amendments to those publications so that the Irish Aviation Authority (IAA) can accept no responsibility for the ongoing currency/amendment status of the information contained in this OAM. Accordingly, the reader/user should refer to the current, and the appropriate, IAA regulations. Particular attention should also focus on ICAO Annex 14, Volume 2 (Heliports); Heliport Manual Document 9261-AN/903; JAR-OPS 3, ICAO Annex 6 Part 3(International Operations) Helicopters; JAR-OPS 3(helicopter); and to relevant AICs, Aeronautical Notices and OAMs, as appropriate. Where clarification is required the IAA should be contacted. Applicability This OAM applies, primarily, to Commercial Helicopter Operators. It is also intended to provide practical guidance for other helicopter operators and for the owners/occupiers/site-keeprs of heliport sites used, or intended to be used, for the landing and take-off of helicopters. Definitions Aerodrome: A defined area on land or water (including any buildings, installations and equipment) intended to be used, either wholly or in part, for the arrival, departure and the surface movement of aircraft and also includes an area, whether on land or water or on a building or other structure or elsewhere, intended for use for landing or taking-off by aircraft capable of descending or climbing vertically. Congested Area: In relation to a city town or settlement, any area which is substantially used for residential, commercial or recreational purposes and is without adequate safe forced landing areas (see also definitions of hostile and non-hostile environments). OAM 08/00 1

2 Heliport: An aerodrome or a defined area of land, water or a structure intended to be used wholly or in part for the arrival, departure or surface movement of helicopters. (Note: As used in this OAM, a Temporary Heliport is any temporary helicopter landing site, other than an aerodrome, intended for occasional landing use; and a Permanent Heliport is any permanent helicopter landing site, other than an aerodrome, intended for regular use). Operator: Operator means a person, organisation or enterprise engaged in or offering to engage in an aircraft operation and who in relation to any particular aircraft has at the relevant time responsibility for the management of that aircraft. Performance Class 1: Performance Class 1 operations are those with performance such that, in the event of failure of the critical power unit, the helicopter is able to land within the rejected take-off distance available or safely continue the flight to an appropriate landing area, depending on when the failure occurs. Performance Class 2: Performance Class 2 operations are those operations such that in the event of critical power unit failure, performance is available to enable the helicopter to safely continue flight, except when the failure occurs early during the take-off manoeuvre or late in the landing manoeuvre, in which cases a forced landing may be required. Performance Class 3: A Performance Class 3 operation are those operations such that, in the event of a power unit failure at any time during the flight, a forced landing may be required in a multi-engine helicopter but will be required in a singleengine helicopter. Site-keeper: A person appointed and trained by an operator as being in-charge of safety at a heliport other than an aerodrome heliport (an operator retains overall responsibility for heliport safety). Safe Forced Landing: Unavoidable landing or ditching with a reasonable expectancy of no injuries to persons in the aircraft or on the surface or, of no significant damage to property. Take-off Decision Point (TDP): The point used in determining take-off performance from which, a power-unit failure having been recognised at this point, either a rejected take-off may be made or take-off safely continued. OAM 08/00 2

3 1. Legislation 1.1. Civil helicopter operations are primarily regulated by the Irish Aviation Authority (Operations), Order, 2002 (S.I. No. 437 of 2002) (as amended) (including JAR-OPS 3) and the Irish Aviation Authority (Rules of the Air) Order, 2004 (S.I. No. 72 of 2004) (as amended) and any Directions made by the Irish Aviation Authority thereunder. Heliport operations are regulated by The Irish Aviation Authority Aerodromes and Visual Ground Aids Order, 2000 (S.I. No. 334 of 2000) (as amended) and the Irish Aviation Authority (Aerodromes Standards), Order (S.I. No. 26 of 2000) (as amended) and any Directions made thereunder. Copies of Statutory Instruments (Orders) are available by mail order from:- GOVERNMENT PUBLICATIONS POSTAL TRADE SECTION, 51, St. Stephen s Green, Dublin 2. (Tel: /35/36/37; Fax: ) -personal callers; Government Publications Sale Office Sun Alliance House Molesworth Street Dublin 2 -on the internet at - or through any bookseller The Irish Aviation Authority (IAA) is the organisation in whom the responsibility for the safety regulation of civil air operations is vested by the Irish Aviation Authority Act Within the Irish Aviation Authority's Safety Regulation Division (SRD), the Operating Standards Department (OSD) is tasked with, inter alia, overseeing Commercial Air Transport and General Aviation Operations, including aerial work, corporate, private and recreational aviation operations. The Authority s Airspace and Aerodromes standards Department (AASD), oversees the standards and licensing of heliports, where applicable. OAM 08/00 3

4 1.3. Provided a heliport site is not located within a congested area, or close to an open air assembly of 1000 or more people, it is only necessary that the heliport site owner/occupier grants prior permission to a helicopter operator intending to use the heliport. When planning an operation to a heliport site located within a congested area, (see Definitions for a Congested Area ), a helicopter operator must ensure, in the event of an engine failure during any stage of the landing and take-off segments, that the helicopter used will retain Performance Class 1 capability (see Definitions for Performance Class 1 ) and, for helicopters operated in Performance Class 2 and 3, that the heliport site take-off and landing distances and obstruction environment are such so as to permit a safe forced landing (see Definitions for Safe forced landing ) to be carried out should an engine fail during the landing or take-off segments (see Appendices 3 of this OAM); and that there are also sufficient open spaces in the immediate vicinity of the heliport site to ensure a safe forced landing should an engine failure occur during the approach and continued take-off segments. A helicopter operator should also inform the local Gardai of intended heliport operations and ensure that the helicopter s Flight Manual contains performance profiles appropriate to the helicopter intended to be used. (Aeronautical Notice 0.2, Issue 4, of 4 th December, 2000 refers) Operators are reminded that the Irish Aviation Authority (Rules of the Air) Order 2004 (S. I. No. 72 of 2004) requires that a helicopter shall be flown at a height as would enable it to carry out a safe forced landing, in the event of an engine failure. Rules of the Air apply to all helicopter flights made over congested and noncongested areas by all types of helicopter. Clearly, the Rules restrict single-engine helicopter flight over congested areas to a far greater extent than multi-engine helicopters. For example, there being very few open spaces within the metropolitan (congested) area of Dublin City within the area bounded by the M50 Motorway, it follows that single-engine helicopters should avoid transiting this area and, if, for operational reasons, such a flight is considered essential, a minimum transit height of at least 2000 feet above the surface is strongly recommended. Operators are reminded that an Air Traffic Control clearance must not be accepted if it conflicts with the rules of the air or the pilot-in-command is of the opinion that it s acceptance would comprise safety. In short, a pilot-in-command must not accept a transit height clearance unless satisfied that a safe forced landing can be made during the transit In addition, Rule 2 of the Rules of the Air also states that an aircraft shall not be operated in a reckless or negligent manner so as to endanger life or property, meaning that a helicopter must be flown so that a safe forced landing is assured. OAM 08/00 4

5 1.6. Responsibility for safety of day or night helicopter operations lie wholly with a helicopter operator. However, the helicopter operator, in conjunction with the heliport owner/occupier/site-keeper, should ensure the provision of appropriate lighting where night operations at that heliport have been specifically permitted by the Authority in accordance with Rule 34(8)(ii) of the Rules of the Air (unless otherwise permitted by the Authority, flights at night are restricted to special VFR flights in VMC conditions within a control zone. Normal IFR apply for flight between aerodromes licensed for IFR operations), as follows: - (i) (ii) in the case of landing, so as to ensure that the pilot-in-command can identify the heliport, to determine the landing direction and to make a safe approach and landing; and in the case of taking-off, to ensure a safe take-off. Heliport owners/occupiers/site-keepers should bear in mind that, in the event of an insurance claim arising from an incident or accident occurring at their heliport, it is possible one or all of those parties could be cited (in addition to the helicopter operator) in any resulting claim Military helicopters operated by the Irish Army Air Corps are operated under Minister of Defence Military Regulations. In general terms, military helicopters operate to different standards, especially with regard to performance requirements which may permit them to fly into sites that would be unacceptable to civil operators. The IAA bears no regulatory responsibility for the operation of helicopters on the military register. Enquiries concerning the operation of military helicopters should be directed to the Department of Defence Helicopters on the Irish Civil Register of aircraft are required to conform with Aeronautical Notices. Aeronautical Notices articulate Directions made by the Chief Executive of the Irish Aviation Authority and primarily concern aircraft owners, operators, and licensed maintenance engineers. Aeronautical Notice O.2, Issue 4, lays down the legal requirement that a helicopter operator demonstrate a mandatory take-off technique for single-engine helicopters which, in the event of failure of an engine at any point during the take-off or landing profiles, will enable the helicopter to carry out a safe forced landing. Commercial Air Transport flights are also required to conform operationally with the techniques detailed in the helicopter Flight Manual, Operations Manual and JAR- OPS 3 to ensure safe operations. It is important that Private/Corporate/Aerial Work/General Aviation operators use only proven safe operational techniques providing an equivalent level of safety to those of Commercial Air Transport so that a safe forced landing is assured. OAM 08/00 5

6 1.9. JAR-OPS 3 performance requirements are more stringent for multi-engine helicopters in that, in the event of an engine failure occurring at any point up to the take-off decision point, a rejected landing can be made that does not endanger persons or property on the surface or endanger the helicopter or it s occupants. The helicopter Flight Manual should include appropriate performance profiles (see Aeronautical Notice 0.2). This, of course, means that multi-engine helicopters are much more suitable for flights over congested areas. Note: For Commercial Air Transport Operations multi-engine helicopters, depending on their operating mass, may be operated in Performance Class 1, 2 or 3. Helicopters certificated/configured to carry over 19 passengers operating for the purposes of Commercial Air Transport must operate in Performance Class 1 in accordance with JAR-OPS Helicopters carrying 9 to 19 passengers may operate to either Performance Class 1 or Class 2 in accordance with JAR-OPS 3.470; and helicopters carrying not more than 9 passengers can be operated in either Performance Class 1, 2 or 3 in accordance with JAR-OPS Accordingly, careful consideration must be given to the selection of heliport sites by heliport site owners/occupiers and helicopter operators. Commercial Air Transport operators are required to include instructions in their Operations Manuals concerning the selection and management of temporary and permanent heliports. Heliport owners/occupiers, especially if they know little about helicopter operations, may not have readily accessible guidance in these matters. This OAM is intended to provide that guidance, but, as stated in the OAM Introductory Note, the guidance provided should not be regarded as comprehensive or current, and should be cross checked against current regulations. OAM 08/00 6

7 2. International Standards and Recommended Practices 2.1. The International Civil Aviation Organisation (ICAO) is the organisation responsible, inter alia, for compiling and disseminating information concerning internationally agreed helicopter Operating Standards and Recommended Practices (SARPS). ICAO Contracting States are required to notify ICAO of any differences between their national regulations and practices and ICAO SARPS. ICAO has been notified that there are no differences in Irish regulations, relating to for ground level or elevated heliports, from the SARPS in ICAO Annex 14, Volume 2 (Heliports) and its associated Heliport Manual (Doc AN/903). These documents are available on application (as are all ICAO publications) to: - Airplan Flight Equipment AFE 1a Ringway Trading Estate Shadowmoss Road Manchester M22 5LH England Tel No.: Fax No.: Printed copies of JAA publications can be purchased from GLOBAL ENGINEERING DOCUMENTS, whose world wide offices are on the JAA website and on the GLOBAL website The foregoing ICAO publications provide detailed SARPS for the siting, construction, equipping, marking, lighting, etc., of heliports. Heliports do not normally attract a legal licensing requirement For certain helicopter 'Special Events' that attract large numbers of helicopter movements, (a take-off or a landing equals 1 movement) estimated at over 200 per day, as, for example, during the annual week-long Galway Race Meeting, the IAA may require the owner/occupier of the Special Event heliport site to apply for a temporary heliport licence (see OAM 03/02). The issue of a temporary heliport licence ensures that the heliport air traffic and ground safety arrangements are appropriate and restricted to the scope and scale of the planned helicopter activity. Other feeder heliport sites, used in conjunction with smaller Special Events, that do not require issue of a heliport licence, should be notified in advance to the IAA (see OAM 03/02). Such heliport sites may be inspected by Operations and/or Aerodrome Standards Inspectors. Annex 14 Volume 2 (Heliports) and Doc (Heliport Manual) SARPS apply to the layout and operation of feeder sites. OAM 08/00 7

8 2.4. Helicopters, by design, do not have to use conventional aerodrome sites. The use of a helicopter for passenger transport offers a truly significant advantage over the use of an aeroplane where the helicopter is operated into and out of unlicensed or licensed temporary or permanent heliports If it is considered necessary or desirable to licence a heliport, contact should be made with the IAA Airspace and Aerodrome Standards Department so that an Aerodrome Inspector can be assigned to provide detailed guidance on heliport licensing requirements. Fees, as set out in the current edition of the IAA Fees Order (S.I. No. 854 of 2004)(as amended), are payable for the inspection and licensing of heliports. 3. Heliport Sites (Ground Level) 3.1. When considering locating a temporary heliport site for occasional ad-hoc use by a single-engine helicopter for a Performance Class 3 operation, it is necessary to provide sufficient clear space for the helicopter to use the take-off and landing profiles scheduled and described in the helicopter s Flight Manual The take-off profile is similar for all single-engine helicopter types. From a low hover the helicopter is accelerated close to the ground until the safe climb speed (about 40/50 kts.) is reached, at which stage the helicopter is climbed away while maintaining that speed. The take-off distance should be scheduled in the performance section of the helicopter s Flight Manual from the hover to 100 feet above the takeoff point. Wind is not taken into account. The distance varies with helicopter type. Representative distances are shown at Appendix 3 to this OAM The first one third of the take-off distance, known as the Helicopter Acceleration Area (HAA), should be at least 30 metres wide with a relatively firm and flat surface and be free from all obstacles The remaining Take-Off Distance Available (TODAH) may contain insignificant or frangible obstacles, such that the helicopter, in the event of engine failure during the take-off segment, can carry out a safe forced landing on the TODAH. (Note: It is assumed, that in the event of an engine failure occurring from the time the helicopter moves away from the hover until it reaches 100 feet above the surface, that an ensuing safe forced landing can be made without any significant changes to helicopter takeoff path direction being necessary and that the pilot can identify a wider range of safe forced landing areas as the helicopter climbs above 100 feet from the surface) 3.5. Landings and take-offs by single-engine helicopters should not be attempted at heliport sites located within congested areas unless the helicopter operator concerned hasestablished that sufficient open spaces are contained within the heliport site and, in the vicinity of the site (and along the transit routes to and from the heliport), to carry out a safe forced landing, during the landing and take-off segments, taking into account the performance capabilities of the helicopter type in use. It follows that heliport sites, suitable for single-engine helicopters, are rarely available within a congested area (see Appendices 3 of this OAM). OAM 08/00 8

9 3.6. Accordingly, Performance Class 1 capability is a pre-requisite for the overwhelming majority of heliport sites located within congested areas - unless an operator can otherwise demonstrate by means of the helicopter s Flight Manual scheduled performance data and profiles (see Aeronautical Notice 0.2) that, in the event of engine failure, a safe forced landing is assured A heliport site, suitable for Performance Class 1 operations, must be of sufficient dimensions to accommodate twice the overall length of the largest helicopter intending to use the heliport.(see Appendices 2 of this OAM). The heliport surface should be firm, substantially level and free from debris/dust/sandetc., which could endanger the helicopter, property, persons, vehicles or animals in the vicinity of the helicopter downwash footprint. Helicopter downwash is proportional to the weight and size of the helicopter type producing it. For example, a hovering SK6IN can displace a volume of downwash equivalent to its weight of, circa, 9 tonnes. The effect of such downwash can be considerable and debris/litter such as loose papers, plastic bags, leaves, dust, sand or gravel, can become airborne endangering the helicopter itself, nearby persons, animals, structures, parked vehicles, etc. In particular, vulnerable persons can be easily blown over and/or injured by flying debris. The area downwind of a helicopter is worst affected. It is also recommended that no moveable/unmoveable object be permitted closer than 1.5 x Helicopter Main Rotor Diameter or 30 metres to the centreline of a helicopter, whichever is the greater, whilst a helicopter is manoeuvring slowly in close proximity to the surface A helicopter, especially when operating in or over a populated congested area, can be noisy and an irritant to persons on the ground. This often gives rise to noise disturbance/nuisance complaints from members of the public and this should be taken into account when planning operations. Noise certificates for helicopters have been applicable since 1992 and helicopters on the Irish Civil Register conform with ICAO noise emission SARPS. However, it should be clearly understood that the IAA has no direct responsibility for the control of helicopter noise disturbance or nuisance. Complainants have access to the EPA Act 1992, Noise Regulations 1994 (as amended) through the Dept. of the Environment. All interested parties are urged to co-operate at a local level so as to minimise noise disturbance/nuisance complaints through consultation and communication. Where a complaint is initially directed to the IAA, and provided the IAA are satisfied that safety is not impaired, the complainant will be advised to take the matter up directly with the helicopter operator and/or the heliport site owner/occupier concerned or with the relevant Local Authority. OAM 08/00 9

10 4. Elevated Heliports 4.1. By virtue of the siting of the vast majority of elevated heliports within congested areas with the associated perceived risk to the heliport building, third parties and to nearby structures, only helicopters with Performance Class 1 capability are permitted to land at or take-off from elevated heliports. The helicopter type, intended to be used, must possess a Flight Manual performance profile demonstrating that, in the event of engine failure occurring at any time during the take-off or landing manoeuvres, the helicopter can safely land back on to the elevated heliport or safely fly away, avoiding all obstacles by a vertical margin of at least 35 feet (see Aeronautical Notice 0.2) The minimum acceptable dimensions of an elevated heliport must also be described in the Flight Manual, the Flight Manual Supplement and/or in the Operations Manual for the helicopter type under consideration. Elevated heliports which do not conform to the required dimensions should not be considered for use. Any proposed development for an elevated heliport for day or night use, will always attract the need for IAA operational approval and licensing. Factors considered will include, intended operations, heliport dimensions, obstacle environment, lighting, approach path indicators; and visual cues and flight visibility from the type of helicopter to be used; and pilot qualifications and training. Thus, a heliport proving flight test programme, undertaken by a helicopter operator in conjunction with the IAA, will normally be required, and successful completion of a special pilot training and checking programme to ensure pilot competency will also be necessary before an IAA approval of helicopter operations to an elevated heliport will be considered The provision of Rescue and Fire Fighting Services (RFFS) at elevated heliports is mandatory and must be provided to the scales laid down in Chapter 6 of ICAO Annex 14, Volume 2, (Heliports). Close liaison with the local Fire Brigade during the heliport planning and construction stages must be established and maintained thereafter to ensure a viable emergency plan is agreed, maintained and monitored In all cases, it is necessary that an elevated heliport developer consult in advance, with the IAA and with the local planning authority before final development committal is made to the project. Recent experience has shown that, where a planning application is made, environmental considerations, such as possible noise disturbance, fuel contamination, public access, etc., weigh heavily in the decision making process When seeking guidance from the IAA, an architect's/engineer s drawing/plan together with a helicopter operational report from an appropriately qualified consultant, including aerial photographs of the proposed heliport site taking in nearby structures and obstacles should be forwarded to Authority for preliminary evaluation. Site visits during the heliport development phase and thereafter by IAA Inspectors will be required. Fees will be payable in respect of site visits and licensing, as appropriate. OAM 08/00 10

11 5. Heliport Sites and Local Authority Planning Consent A heliport site owner/occupier is responsible for ensuring that a heliport site complies with all relevant local authority planning regulations: the IAA is responsible for regulatory safety oversight In the event that:- any permanent helicopter structure development is proposed in connection with a heliport, such as a hangar or hard standing; or frequent or intensive helicopter use of the site; is proposed; this may constitute a material change of use under planning and development regulations (S.I. No. 600 of 2001). It is always advisable that the heliport developer consult with the local planning authority at the earliest stage of the design and during the construction phases. For those heliport sites intended only for intermittent use and for heliport sites located in congested areas it is also advisable that the local Gardaí be informed of intended flying activity. It is recommended that helicopter site operators monitor the planning process in their vicinity to ensure that the safety of their operation is not effected by nearby developments. 6. Joint Aviation Authorities 6.1. Ireland is a member of the Joint Aviation Authorities (JAA), an organisation set up to harmonise aviation regulations of the European JAA Member States. JAA States have implemented harmonised Joint Aviation Requirements (JARs). JAR-OPS Part 3, relates to Commercial Air Transport helicopter operations. 7. Heliport Sites close to Established Aerodromes 7. 1 Where it is proposed to locate a heliport close to an established aerodrome, especially within an Air Traffic Control Zone (CTR), or otherwise within a radius of 2 nautical miles from any aerodrome, details of the proposed heliport should be given, in advance, to the aerodrome s management and Air Traffic Service (ATS), as appropriate. The aerodrome management and/or ATS will consider the effect of helicopter operations from the proposed heliport on existing aerodrome traffic. 7.2 A heliport site owner/occupier should take on the duty of care to ensure that adequate heliport operational information is lodged with the aerodrome(s) concerned. In this context, "aerodrome" means any location where aviation activities can be expected, for example: large and small civil and military airports and aerodromes, gliding club locations, flight training locations, microlight centres, parachuting centres, free balloon centres, other heliports, etc. OAM 08/00 11

12 8. Recommended Helipad Sizes, Markings and Lighting (Onshore) 8.1. The information presented in the Appendix 3 attached to this OAM is extracted from ICAO Annex 14, Volume 2 (Heliports), and from other sources, and will be of interest to prospective heliport owners/occupiers and site-keepers. Leading particulars of most helicopter types are also included together with "worked examples" of minimum sized ground level heliport sites. 9. Summary of Required Rescue and Fire Fighting Services (RFFS) 9.1. Appendix 5 of this OAM summarises RFFS requirements for most unlicensed heliports. RFFS scales for licensed heliports are set out in ICAO Annex 14, Volume 2 (Heliports). 10. Diagramme of Annex 14 Criteria for Obstacle Limitation Surfaces 11. Heliport Insurance 11.1 It is a legal requirement that a policy of insurance be in force in relation to the operation of a licensed heliport. It is advisable that other heliports are also adequately insured by their owners/occupiers. OAM 08/00 12

13 Appendix 1 Recommended Helipad Sizes, Markings and Lighting for Onshore Heliports 1. Final Approach and Take-Off Area (FATO) 1.1. This is the term applied to the area over which a helicopter will execute the final part of the final landing approach and the initial part of the take-off. It is similar to an aeroplane runway and must be suitable so that the type of helicopter intended to be used can carry out a rejected landing in the event of an engine failure during take-off. It should be not less than 1.5 times the greatest overall dimension of the helicopter in use. For permanent heliports, unless the extent of the FATO is clearly self evident, the area should be delineated with white markers 1 metre wide. The surface should be firm, substantially level and well drained with a capability to take the landing weights of the types of helicopter planning to use the heliport site For a square or rectangular FATO the marker length should be 9 metres or one fifth of the length of the FATO with at least 3 markers per side including a marker at each corner and a maximum spacing between markers of 50 metres; 1.3. For a circular FATO the markers should be equally disposed around the perimeter with a maximum spacing of 10 metres between markers with a minimum of 5 markers FATO's for temporary use heliport sites may alternatively be delineated with high visibility tape or similar markers provided the extent of the FATO is clearly distinguishable. OAM 08/00 13

14 1.5. The FATO should be surrounded by a Safety Area (SA) 3 metres wide or 0.25 times the greatest dimension of the helicopter, whichever is the greater. Markers should designate the FATO plus SA combined The FATO plus SA should be as level as possible. In any case, the overall slope should not exceed 3%. 2. Touchdown and Lift-Off Area (TLOF) 2.1. The TLOF is an area of any shape on which it is intended that a helicopter shall land, or take-off. The TLOF may form an integral part of the heliport FATO or be situated apart from the FATO depending on the disposition of the heliport site. It's diameter should be at least 1.5 times the largest dimension of the undercarriage of the largest helicopter intended to use the heliport and should take into account whether any of the helicopter doors extend beyond the dimensions of the undercarriage. e.g. Sikorsky SK The TLOF marking should be a yellow circle 0.5 metres wide. The diameter of the circle should be 0.5 times the greatest dimension of the largest helicopter intended to use the heliport. For all but hospital heliports a white H 3 metres by 1.8 metres with a line width of 0.4 metres should be provided to indicate the aiming point for the helicopter pilot to land on (see 1.2 and 1.3 above). The marking is always oriented with the cross arm of the H at right angles to the preferred approach direction. Hospital heliports should be provided with a red H superimposed on a white cross. Where the TLOF is set apart from the FATO, the FATO shall be provided with white H markings of the above mentioned size to indicate the aiming point(s) for the pilot to approach to, before proceeding to the TLOF Lighting 3.1. Paragraph 1.6 of this OAM provides guidance on the legal responsibilities for the provision of lighting for heliports used at night Fixed and directional white lights of 100 candela output should be placed along the edges of the FATO. For large FAT0s in the form of a square or rectangle the spacing should be not more than 50 metres apart with a minimum of four lights on each side, including a light at each corner. For any smaller or other shaped FATO the lights should be situated at intervals not exceeding 5 metres with a minimum number of 10 lights TLOFs as distinct from FATOs should be lit by 25 candela output yellow lights spaced at intervals around the perimeter of not more than 5 metres Floodlights or electro-luminescent panels may be substituted for yellow lights around a TLOF. OAM 08/00 14

15 3.5. Lighting requirements for elevated heliports should always be referred to the IAA for approval at the planning stage Wind Direction Indicators 4.1. A wind direction indicator may be a windsock, flag or continuous smoke source. It should be situated so as to be visible from a helicopter in flight, in a hover or on the movement area and should indicate the wind conditions over the FATO in such a way as to be free from the effects of airflow disturbances caused by nearby objects or rotor downwash. It should be illuminated for night use. Dimensions of Wind Direction Indicator at a Surface Level Heliport OAM 08/00 15

16 Appendix 2. HELICOPTER DIMENSIONS AND MAXIMUM WEIGHTS TYPE OVERALL LENGTH ROTOR DIAMETER MAX UNDER CARRIAGE DIMENSION ROBINSON R ROBINSON R ENSTROM F BELL 206B BELL 206L AS 350 SQUIRREL AS 355 TWIN SQUIRREL BO AGUSTA SA 365 C DAUPHIN SA 365 N DAUPHIN BELL 222/ SIKORSKY S SIKORSKY S 61 NI MAX AUW (KGS) Dimensions in Metres H1 Helicopters - overall fuselage length up to but not including 15 metres H2 Helicopters - overall fuselage length of 15 metres up to, but not including 24 metres. OAM 08/00 16

17 Appendix 3 TAKE-OFF AND LANDING DISTANCES REQUIRED BY HELICOPERS OEPRATING IN PERFORMANCE CLASS 3 TYPE MTWA KGS HELICOPER ACCELERATION AREA (HAA) METRES TAKE OFF DISTANCE TO 100 FEET EMERGENCY LANDING DISTANCE FROM 100 FEET ROTOR DIAMETER ROBINSON R22 ROBINSON R ENSTROM MDH 369/ BELL 206 B BELL 206 L SA 341 G GAZELLE AS SQUIRREL HILLER 12 E NOTE: Dimensions/ Wts. are representative figures for the types listed. Exact dimensions where needed should be extracted from individual aircraft data. Dimensions In Metres. OVERALL LENGTH OF HELICOPTER (INCLUDING ROTORS) D OAM 08/00 17

18 Appendix 4 Worked Site Examples for Sample Helicopter Types 4.1 HELIPAD LAYOUT AND MINIMUM DIMENSIONS FOR SIKORSKY SK61 May be square or round diameter = length Notes: Touchdown and Lift-off area 1.5 x largest undercarriage dimension = I.5 x 7.16 m =10.74 m (say II m) but Nose -Tail distance to accommodate aircraft doors = 18 m FA TO + SA = 2 x Overall length of SK61N = 2 x 22.2 m = 44.4 m (say 45 m) Minimum permitted distance of TLOF from obstacles = 1.5 x RO = 1.5 x 18.9 m = m (say 30 m) It is strongly recommended that the TLOF should be located 30 metres or more away from buildings to avoid downwash effects on the building and noise disturbance/annoyance to persons in the vicinity. TLOF to be firm, flat and load bearing to 2.5 x MTWA = Tonnes recommended concrete/ paved surface for access by hospital utilities in all weather conditions. The SK61 N, in order to use a site of this size, would need to have outside ground effect hover performance, one engine inoperative. For normal Class 1 profiles a FATO of about 300 metres would be required. OAM 08/00 18

19 4.2 HELIPAD LAYOUT AND MINIMUM DIMENSIONS FOR EUROCOPTER DAUPHIN Notes: Touchdown and Lift-off area = 1.5 x largest undercarriage dimension = 1.5 x 3.61 = m (say 5.5 m) FATO + SA = 2 x Overall length of SA 365 N(D) = 2 x m m (say 30 m) but Flight Manual helipad profile requires minimum area of 2.5 x (RD) = 29.8 m (say 30m) TLOF surface to be firm, flat and load bearing to 2.5 MTW A = 10 Tonnes Recommended concrete/ paved surface for access by hospital utilities in all weather conditions. Minimum permitted distance from buildings = 1.5 x RD = 1.5 x RD = 1.5 x II.92m = m (say 18 m) It is strongly recommended that the TLOF be located 30 metres or more away from buildings to avoid downwash effects on the building and noise disturbance/annoyance to persons in the building. OAM 08/00 19

20 4.3 HELIPAD LAYOUT AND MINIMUM DIMENSIONS FOR BELL 222 Notes: Touchdown and Lift-off area = 1.5 x largest undercarriage dimension = 1.5 x 3.72 = 5.58 m (say 5.6 m) FATO + SA = 2 x Overall length of B222 = 2 x m = m (say 31 m) but Flight Manual helipad profile requires minimum area of 2.5 x (RD) = 29.8 m (say 30m) TLOF surface to be firm, flat and load bearing to 2.5 MTW A = 10 Tonnes Recommended concrete/ paved surface for access by hospital utilities in all weather conditions. Minimum permitted distance from buildings = 1.5 x RD = 1.5 x RD = 1.5 x 12.8m = 19.2m (say 20 m) It is strongly recommended that the TLOF be located 30 metres or more away from buildings to avoid downwash effects on the building and noise disturbance/annoyance to persons in the building. OAM 08/00 20

21 4.4 HELIPAD LAYOUT AND MINIMUM DIMENSIONS FOR EUROCOPTER TWIN SQUIRREL May be square or round diameter = length Notes: Touchdown and Lift-off area = 1.5 x largest undercarriage dimension = 1.5 x 2.0 I = (say 3.5 m) FA TO + SA = 2 x Overall length of AS 355 (D) = 2 x = (say 26 m) but Flight Manual helipad profile requires minimum area of 2.5 x 10.7 (RD) = (say 27 m) TLOF surface to be firm, flat and load-bearing to 2.5 x MTWA = 6 Tonnes Recommended concrete/ paved surface for access by hospital utilities in all weather conditions. Minimum permitted distance from buildings/ obstacles = 1.5 x RD =1.5xI0.70 = (say 16.5 m) It is strongly recommended that the TLOF should be located 30 metres or more away from buildings to avoid downwash effects on the building and noise disturbance/annoyance to persons in the building. OAM 08/00 21

22 4.5 HELIPAD LAYOUT AND MINIMUM DIMENSIONS FOR BELL 206 May be square or round diameter = length Notes: Touchdown and Lift-off area = 1.5 x largest undercarriage dimension = 1.5 x 2.2 = 3.3m (say 3.5 m) FATO + SA = 2 x Overall length of B206 =2x = 25.90(say 26 m) TLOF surface to be firm, flat and load-bearing to 2.5 x MTWA = 4.7 Tonnes Recommended concrete/ paved surface for access by hospital utilities in all weather conditions. Minimum permitted distance from buildings/ obstacles = 1.5 x RD = 1.5 x = (say 17 m) It is strongly recommended that the TLOF should be located 30 metres or more away from buildings to avoid downwash effects on the building and noise disturbance/annoyance to persons in the building. OAM 08/00 22

23 4.6 HELIPAD LAYOUT AND MINIMUM DIMENSIONS FOR AUGUST A 109 May be square or round diameter = length Notes: Touchdown and Lift-off area FATO + SA = 1.5 x largest undercarriage dimension = 1.5 x 3.54 = 5.31 (say 5.5 m) = 2 x Overall length of A 109 (D) = 2 x = (say 27 m) TLOF surface to be firm, flat and load-bearing to 2.5 x MTW A = 6.5 Tonnes Recommended concrete! paved surface for access by hospital utilities in all weather conditions. Minimum permitted distance from buildings! Obstacles = 1.5 x RD = 1.5 x = 16.5 (say I 7 m ) It is strongly recommended that the TLOF should be located 30 metres or more away from buildings to avoid downwash effects on the building and noise disturbance and annoyance to persons in the building. OAM 08/00 23

24 Appendix 5 RESCUE AND FIRE FIGHTING SERVICES (RFFS) FOR HELICOPTERS AT ONSHORE UNLICENCED HELIPORT SITES USED FOR THE PURPOSE OF COMMERCIAL AIR TRANSPORT OF PASSENGERS AND FREIGHT. 1. RISK ASSESSMENT 1.1 An AOC holder, in considering the level of risk from a specific heliport Commercial Air Transport operation, should examine carefully the precise nature of each planned operational activity to, from and at the heliport. The following criteria should be taken into account in the risk analysis required to be completed for determining the appropriate response levels with regard to heliport safety measures, including appropriate level of RFFS, so that the risk remains as low as reasonably practicable:- a) The number of planned movements and the frequency of movements. b) The helicopter types in use, the number of planned helicopter movements including the number of helicopters using the heliport site during peak periods (including additional helicopters planned to be used by other operators). c) The number of passengers per helicopter and overall passenger totals. d) The dimensions of helicopter(s). e) The nature of the terrain. f) Whether heliport is elevated or at surface level. g) Availability of local Fire and Ambulance services and ease of access to heliport during an emergency. h) The establishment of an appropriate emergency plan. i) Passenger/freight/vehicle marshalling arrangements. j) Heliport Safety Notices. k) Briefing of heliport ground staff and helicopter crews. l) Air/Ground communications and liaison with ATS units. Having determined appropriate response levels, operators are required to include in their Operations Manuals, or to prepare an operational instruction, containing the chosen response levels appropriate to the unlicensed heliport. 1.2 The guidance given below is split into STANDARD, LOW INTENSITY and ELEVATED levels of extinguishing agent coverage. This is solely in order to make use of the levels currently in use and understood by the industry. An operator can select alternative levels appropriate to a specific risk assessment and in accordance with safety case principles. An operator should not feel constrained by the quoted levels below if it is wished to modify these, provided this decision is supported by an appropriate risk assessment. The quoted levels below can be regarded as minimal base-line requirements for the various categories. OAM 08/00 24

25 2. DEFINITIONS These definitions are taken from ICAO (Annex 14 Volume 2, Chapter 6) and refer to helicopter overall length being the helicopter length, including the tail boom and the rotors. At surface level heliport sites, the corresponding levels of RFFS should be used for the H2 RFFS STANDARDS (see Section 3 below) or H1 RFFS STANDARD (see Section 4 below) as appropriate and these correspond to the standards which meet the Authority s requirements for the levels of RFFS at permanent and temporary licensed surface level heliports. An operator is encouraged to adopt these H1 or H2 standard levels whenever a safety case cannot be made for employing the lower levels described in Sections 5 and 6 below. At elevated heliports the level of extinguishing agents described in Section 7 are to be regarded as the absolute minimum. a) Helicopter Category H1: A helicopter with an overall length up to but not including 15 metres. b) Helicopter Category H2: A helicopter with an overall length of 15 metres up to but not including 24 metres. c) There are currently no Category H3 helicopters on the Irish register. d) Elevated Heliport: A heliport located on a raised structure on land. 3. H2 RFFS STANDARD Extinguishing Agent Requirements Foam Meeting Performance Level B Complementary Agent Water Discharge Rate Dry Chemical Halogenated CO 2 Litres foam solution in Powder OR Hydrocarbon OR litres per Minute kg kg kg Notes: The discharge rate of complementary agents should be selected for optimum effectiveness of the agent used. Dry chemical powder must be of the foam compatible type. Where the main complementary agent is dry powder, it is advisable to carry a quantity of gaseous agent for effective intervention in cases of engine fire. Where the main complementary agent is gaseous, it is advisable to carry a quantity of dry powder for effective intervention in cases of running fuel fires. OAM 08/00 25

26 4. H1 RFFS STANDARD Extinguishing Agent Requirements Foam Meeting Performance Level B Complementary Agent Water Discharge Rate Dry Chemical Halogenated CO 2 Litres foam solution in Powder OR Hydrocarbon OR litres per Minute kg kg kg Notes: The discharge rate of complementary agents should be selected for optimum effectiveness of the agent used. Dry chemical powder must be of the foam compatible type. Where the main complementary agent is dry powder, it is advisable to carry a quantity of gaseous agent for effective intervention in cases of engine fire. Where the main complementary agent is gaseous, it is advisable to carry a quantity of dry powder for effective intervention in cases of running fuel fires. 5. MINMUM RECOMMENDED RFFS STANDARD FOR LOW INTENSITY H2 OPERATIONS In considering a risk assessment for large helicopter operations into unlicensed heliport sites, operators should pay particular attention to the total number of helicopter occupants involved in the operation (see paragraph 1.1.(c) above). If a risk analysis indicates that some, but not the full, H2 RFFS Standard (see Section 3 above) RFF facility is required, operators may propose suitable levels or make use of the lower level for the low intensity operations as stated for H1 operations in 4 above. 6. MINIMUM RECOMMENDED RFFS STANDARD FOR LOW INTENSITY H1 OPERATIONS 6.1 Provided that a risk analysis does not show otherwise (see paragraph 1 above), the Authority continues to have no objection to operators current Operations Manual requirements which do not provide for an RFF facility at certain unlicensed occasionally used heliports. This acceptance on the part of the Authority is regarded as being appropriate for limited commercial air transport helicopter movements, i.e. up to 6 movements per day. OAM 08/00 26

27 6.2 Pleasure Flying operations may continue to be operated at the current, Operations Manual requirements which must reflect the guidance published here and in OAM 03/02 (Helicopter Pleasure Flying/Feeder Site Operations). Operators can continue to use this minimal level of RFFS provided that it is applied only where single aircraft/single site pleasure flying operations take place. Any changes to these parameters should show resultant and appropriate increases in the level of RFFS provided. The minimum extinguishing agent levels are listed in paragraph 6.3 below and may be adopted for use in other low intensity H1 operations as described in paragraph 6.1 above. 6.3 Extinguishing Agent Requirements Pre-Mixed Foam Solution Meeting Performance Level B Complementary Agent Pre-Mix Discharge Rate Dry Chemical Halogenated CO 2 Litres foam solution in Powder OR Hydrocarbon OR litres per Minute Kg kg kg Note: Complementary agents should be capable of discharge at an effective rate. 6.4 Where a heliport risk analysis provides for an increase in the above levels, but does not indicate a need for the full, ICAO, H1 RFF Standard (see Section 4 above), operators may select suitable levels or make use of the levels described in paragraph 6.3 above. 7 MINIMUM RFFS STANDARD FOR ELEVATED HELIPORTS (H1 & H2) 7.1 The level of risk from fire following an accident at an elevated heliport may be potentially catastrophic. Accordingly, for all flights to elevated heliports the recommended levels of protection and response for operations to elevated heliports are in accordance with ICAO Annex 14, Volume 2, Chapter 6 (Table 6-3) and the ICAO Heliport Manual Chapter 6. These levels apply to all flights. The minimum levels are listed in paragraph 7.4 below. 7.2 Particular problems arise from the operation of helicopters at elevated heliports that require special attention with regard to RFFS provisions. One important aspect is the confined and restricted space available on the average elevated heliport. This will impose restrictions on foam monitor and/or hose positioning and general fire fighting tactics. It is feasible that an accident could result in a fuel spill causing a fire which could quickly isolate or reduce already limited escape routes to a place of safety, for helicopter occupants, heliport staff, and other building occupants. In addition, the accident or fire may require use of RFFS located adjacent to the landing area. As a result the requirement for the amount of extinguishing agent at an elevated heliport is based on a fire fighting action which may be required to last OAM 08/00 27

28 much longer than at a surface level heliport. In addition, at an elevated heliport, RFFS should be immediately available on, or in the vicinity of, the landing area whilst helicopter operations are being conducted in order to achieve a rapid knock-down response. 7.3 At an elevated heliport, at least one hose line, complete with nozzle/branch pipe and capable of delivering foam in a jet spray/aspirated pattern at 250 L/min, should be provided. It is also considered essential at an elevated heliport to be able to apply the fire fighting agents, both principal and complementary, to the entire landing area irrespective of wind direction. To achieve this and to overcome the possibility of a monitor being put out of service by the accident, it is necessary, at elevated heliports in Category H2, that at least two monitors be provided each having a capability of achieving the required discharge rate, and positioned at different locations around the heliport so as to ensure the application of foam to any part of the landing area under all weather conditions. Alternatively, a system of hand controlled branch lines may be considered. Further technical guidance is available in UK CAA CAP 437; Offshore Helicopter Landing Areas Guidance on Standards, Chapter 5. To further ensure the application of the agent to the entire landing area, monitors should preferably be operable from a remote control position located clear of the landing area and easily accessible in the event of a helicopter accident. 7.4 Extinguishing Agent Requirements Foam Meeting Performance Level B Complementary Agent Helicopter Water Discharge Rate Dry Chemical Halogenated CO 2 RFF Litres foam solution in Powder OR Hydrocarbon OR Category litres per Minute kg kg kg H H Note: The discharge rate of complementary agents should be selected for optimum effectiveness of the agent used. Dry chemical powder must be of the foam compatible type. Where the main complementary agent is dry powder, it is advisable to carry a quantity of gaseous agent for effective intervention in cases of engine fire. Where the main complementary agent is gaseous, it is advisable to carry a quantity of dry powder for effective intervention in cases of running fuel fires. OAM 08/00 28