OPERATIONS ADVISORY
MEMORANDUM (OAM)
OPERATING STANDARDS DEPARTMENT
OAM.
No: 08/00
Reissued:23/05/05
Title
Heliports – Guidelines for Heliport Site Owners/Occupiers and for
Heliport Site-keepers
(Replaces OAM 08.00 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been superceded by recent amendments to those publications so that the Irish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).
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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.
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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: 01 – 6476834/35/36/37; Fax: 01 – 6476843)
-personal callers;
Government Publications Sale Office
Sun Alliance House
Molesworth Street
Dublin 2
-on the internet at
http://www.irishstatutebook.ie/
- or through any bookseller.
1.2.
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 1993. 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.
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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 4th December, 2000 refers).
1.4.
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.
1.5.
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.
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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)
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
(ii)
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.
1.7.
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.
1.8.
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 JAROPS 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.
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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 3.470. 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 3.470.
1.10. 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.
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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 9261- 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.: 00 44 161 499 0023
Fax No.: 00 44 161 499 0298
Printed copies of JAA publications can be purchased from GLOBAL
ENGINEERING DOCUMENTS, whose world wide offices are on the JAA
website www.jaa.nl and on the GLOBAL website www.ihsaviation.com
2.2
2.3.
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. 9261
(Heliport Manual) SARPS apply to the layout and operation of “feeder” sites.
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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.
2.5.
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.
Heliport Sites (Ground Level)
3.
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.
3.2.
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.
3.3.
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.
3.4.
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).
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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.
3.7.
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.
3.8.
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.
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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).
4.2.
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.
4.3.
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.
4.4.
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.
4.5.
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.
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5.
Heliport Sites and Local Authority Planning Consent.
5.1.
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:ƒ
any permanent helicopter structure development is proposed in connection with a
heliport, such as a hangar or hard standing; or
ƒ
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.
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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.
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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.
1.2.
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.
1.4.
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.
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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.
1.6.
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 SK61.
2.2.
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.
3.0.
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.
3.2.
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.
3.3.
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.
3.4.
Floodlights or electro-luminescent panels may be substituted for yellow lights around
a TLOF.
OAM 08/00
14
3.5.
Lighting requirements for elevated heliports should always be referred to the IAA
for approval at the planning stage.
4.0.
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
Appendix 2.
HELICOPTER DIMENSIONS AND MAXIMUM WEIGHTS
MAX AUW
(KGS)
7.68
10.06
9.75
10.15
11.28
10.70
10.70
MAX
UNDER
CARRIAGE
DIMENSION
1.92
2.19
2.26
1.83
2.20
2.20
2.01
9.90
11.00
11.67
11.93
12.80
13.41
18.90
4.51
3.54
3.6
3.61
3.72
5.00
7.16
2300
2600
3500
4250
3742
5171
9300
TYPE
OVERALL ROTOR
LENGTH DIAMETER
ROBINSON R 22
ROBINSON R 44
ENSTROM F 28
BELL 206B
BELL 206L
AS 350 SQUIRREL
AS 355 TWIN
SQUIRREL
BO 105
AGUSTA 109
SA 365 C DAUPHIN
SA 365 N DAUPHIN
BELL 222/430
SIKORSKY S 76
8.78
11.76
8.96
11.95
12.95
12.98
12.98
11.81
13.04
13.22
13.68
15.33
16.00
22.20
SIKORSKY S 61 NI
622
1089
1180
1452
1883
1950
2400
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
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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
ROBINSON
R22
ROBINSON
R44
ENSTROM 280
MDH 369/500
BELL 206 B
BELL 206 L
SA 341 G
GAZELLE
AS 350
SQUIRREL
HILLER 12 E
622
122
1089
NOTE:
ROTOR
DIAMETER
366
EMERGENCY
LANDING
DISTANCE
FROM 100
FEET
110
7.68
OVERALL
LENGTH OF
HELICOPTER
(INCLUDING
ROTORS) “D”
8.78
143
427
305
10.06
11.76
1180
1360
1452
1883
1800
58
77
95
95
102
168
230
263
285
305
151
189
229
232
140
9.75
8.05
10.15
11.28
10.52
8.95
9.30
11.95
12.95
11.98
1950
200
500
460
10.70
12.98
1405
56
168
117
10.80
12.41
Dimensions/ Wts. are representative figures for the types listed. Exact dimensions where needed
should be extracted from individual aircraft data. Dimensions In Metres.
OAM 08/00
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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
= 28.35 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 = 23.25 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
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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
= 5.415 m (say 5.5 m)
FATO + SA = 2 x Overall length of SA 365 N(D)
= 2 x 13.47 m 26.94 m (say 30 m) but
Flight Manual helipad profile requires minimum area of 2.5 x 11.92 (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
= 17.88 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
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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 15.33 m
= 30.66 m (say 31 m) but
Flight Manual helipad profile requires minimum area of 2.5 x 11.92 (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
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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
= 3.015 (say 3.5 m)
FA TO + SA
= 2 x Overall length of AS 355 (D)
= 2 x 12.98
= 25.96 (say 26 m) but
Flight Manual helipad profile requires minimum area of 2.5 x 10.7 (RD)
= 26.75 (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
= 16.05 (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
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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 12.95
= 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 11.28
= 16.92 (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
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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 13.04
= 26.08 (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 11.00
= 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
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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
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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
Water
Discharge Rate
Litres
foam solution in
litres per Minute
1000
500
Complementary Agent
Dry Chemical
Halogenated
CO2
Powder
OR Hydrocarbon OR
kg
kg
kg
45
45
90
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
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4.
H1 RFFS STANDARD
Extinguishing Agent Requirements
Foam Meeting Performance
Level B
Water
Discharge Rate
Litres
foam solution in
litres per Minute
500
250
Complementary Agent
Dry Chemical Halogenated
CO2
Powder
OR Hydrocarbon OR
kg
kg
kg
23
23
45
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
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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
Pre-Mix
Discharge Rate
Litres
foam solution in
litres per Minute
90
72
Complementary Agent
Dry Chemical
Halogenated
CO2
Powder
OR Hydrocarbon OR
Kg
kg
kg
11
11
22
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
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
Helicopter Water
Discharge Rate
RFF
Litres
foam solution in
Category
litres per Minute
H1
2500
250
H2
5000
500
Complementary Agent
Dry Chemical Halogenated
CO2
Powder
OR Hydrocarbon OR
kg
kg
kg
45
45
90
45
45
90
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
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8.
RESCUE EQUIPMENT
8.1
The table of equipment at paragraph 8.2 below is the generic minimum requirement
for the categories described regardless of the level of extinguishing agent selected.
8.2
H1
Adjustable Wrench
Axe, rescue, large (non wedging or
aircraft type)
Cutters, bolt 60 cm
Crowbar 105 cm
Hook, grab or salving
Hacksaw heavy duty c/w spare blades
Blanket, fire resistant (nominally 1.2m x
1.2m)
Ladder, length appropriate to helicopter
in use
Life line (5cm circumference x 15m
length)
Pilers, side cutting
Set of assorted screwdrivers (as
appropriate)
Harness knife c/w sheath (per crew
member)
Gloves, fire resistant (pairs per crew
member)
Powered rescue saw
1
1
Heliport RFF Category
H2
Elevated
Elevated
H1
H2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
-
-
-
1
Note: The rescue equipment lists are helicopter RFF category dependent and not
related to the type of operation.
OAM 08/00
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9.
MEDICAL AND FIRST AID STANDARDS
9.1
The table of equipment at paragraph 9.2 below is the generic minimum requirement
for the categories described regardless of the level of extinguishing agent selected.
9.2
Heliport RFF Category
H2
Elevated
Elevated
H1
H2
1
2
1
2
6
12
6
12
1-2
1-2
2
4
1*
1*
1*
1*
1 box 1 box
1 box
1 box
H1
Medical Packs
Foil blankets
Stretchers
Resuscitation Pocket Mask
Disposable latex gloves
Contents of the Medical Pack
Large Emergency Wound Dressings
Extra-Large Emergency Wound
Dressings
Triangular bandages
Scissors – suitable for cutting
clothing
Eye Dressings
Sterile Eyewash (bottle 500ml)
6
6
6
6
6
6
6
6
6
1
6
1
6
1
6
1
2
2
2
2
2
2
2
2
* the pocket mask is a device offering hygiene protection during mouth to mouth
resuscitation (especially where blood is involved).
9.3
The above table should be modified appropriately to cater for the anticipated
maximum number of occupants of the largest type of helicopter in use.
OAM 08/00
30
10.
TRAINING
10.1
All personnel shall receive RFFS training prior to initial participation and periodically
thereafter. Refer to Annex 1 to this Appendix for detailed guidance on a typical
training syllabus. Details of training syllabuses and specified periodic re-training
requirements must be contained in the operations manual.
10.2 Assessment of the competency of the person(s) determining, evaluating and
conducting the training shall be the responsibility of the operator. The Authority
may request details of assessments.
10.3
All personnel must receive appropriate periodic training in the use of the specific
rescue and fire fighting equipment provided. Such training should include a full
operational exercise.
10.4
All personnel must receive appropriate periodic training in first aid to enable them to
provide immediate assistance in the event of an accident.
10.5
Aircraft familiarisation on the aircraft types planned to use the site must form an
integral part of personnel training. Methods of door operation, emergency exit and
seat harness release are important aspects of such training. Records, on a personal
basis, of all practical and technical instruction are to be maintained and retained by
the operator for a minimum of two years.
11.
PERSONNEL LEVELS
11.1
Not less than two trained persons for Category H1, and three for Category H2 shall
be available for RFFS duties. Regard must be given to the arduous nature of rescue
and RFFS activities. Personnel selected for these duties are to be free from any
physical disability which may impair their performance or which may be aggravated
by prolonged exertion. RFFS personnel must have at least average strength and have
no abnormalities which could reduce their physical powers during a rescue. Any
conditions liable to be induced or aggravated by smoke, dust, heat, irritants or fumes,
eg asthma, must be considered a disqualification.
11.2
The actual number of trained personnel may need to be increased following a risk
assessment of the requirement for a specific operation.
11.3
At surface level heliports, the minimum number of trained personnel as quoted in
paragraph 11.1 above must be supplemented by at least one person with the
responsibility for passenger/crowd marshalling during normal operational and
emergency situations. Such person will also be responsible for alerting, and liaison
with, local RFFS.
11.4
At elevated heliports determination of the total number of personnel required for
safe management of RFFS and for passenger handing is to be the subject of a safety
case. The total number of personnel will be dependant upon the specific type of RFF
equipment in use.
OAM 08/00
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12.
RESPONSE TIME AND RESPONSE AREA
12.1
Response time is considered as the time between the receipt by the RFFS of the
initial call and the first effective intervention at the accident by RFFS personnel.
12.2
At surface level heliports the operational objective of the RFFS should be to
achieve a response time not exceeding two minutes in optimum conditions of
visibility and surface conditions. This response must be achievable by personnel
appropriately dressed (see Section 14 below).
12.3
At elevated heliports the response time should be considerably less than two
minutes.
12.4
The response area includes all of the areas used for the manoeuvring, landing, takeoff, rejected take-off, taxiing, air taxiing and parking of helicopters.
13.
VEHICLE
13.1 Unless special circumstances dictate (see paragraphs 13.2 and 16.2 below), a suitably
equipped vehicle shall be provided and be readily available for immediate use to carry
personnel and RFF equipment to the scene of an accident/incident. Non selfpropelled appliances (trailers) are permissible but they must be connected to a
suitable towing vehicle whilst aircraft movements are taking place. A vehicle carrying
bulk flammable material is not suitable for either purpose.
13.2
Where soft or other difficult terrain is immediately adjacent or comprises part of the
heliport response area, a suitable all wheel drive vehicle will be required in order to
ensure an effective response. In other situations the vehicle must be suitable for the
terrain at the specific site. At confined area heliports, alternatives to the provision
of a vehicle may be required. These may be on the lines of fixed systems such as
those used for elevated heliports. The Authority’s Aerodrome and Airspace
Standards Department may provide further information, if requested.
13.3
For night operations permitted by the Authority, sufficient portable emergency
lighting equipment for adequate illumination of an incident site must be provided.
This equipment may be carried on the vehicle or by any other suitable means.
13.4
The capability of the available vehicle must be taken into account when surveying any
site. If the vehicle in use cannot meet the requirements contained herein and in
Section 12, the site must be deemed unacceptable.
OAM 08/00
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14.
PERSONAL PROTECTIVE EQUIPMENT
14.1
All RFFS personnel must be provided with personal protective equipment (PPE), i.e.
the helmet must conform to EN443, tunic and trousers to EN469, gloves to EN659
and the boots to PREN17250.
14.2
Respiratory Protective Equipment (RPE) must be provided on a scale commensurate
with the nature of the hazard; for example, consideration must be given to the
provision of face masks where helicopters constructed substantially of composite
material are in use.
15.
RECORDS
15.1
Records of personnel competency and training in RFFS and first aid as well as for
equipment and vehicle checks and maintenance logs shall be made and preserved by
the operator for two years.
15.2
The person in charge at the heliport should have available, on site, documentation of
the records of training and the maintenance status of all equipment in use at the
heliport to indicate the appropriateness of the RFFS cover.
16.
GENERAL
16.1
For a helicopter take-off and landing area located on an aerodrome licensed for use
by aeroplanes, the RFFS provided will be acceptable for helicopter operations
provided that the amounts are at least equal to those required for H1 or H2
operations, as appropriate, and as shown in Sections 3 and 4 above, and that the
response time in paragraph 12.2 can be achieved.
16.2
In certain circumstances alternative fire fighting equipment, such as fixed monitors,
may be appropriate.
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ANNEX 1 to APPENDIX 5
TYPICAL RFFS TRAINING SYLLABUS FOR HELIPORT PERSONNEL
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Chemistry of combustion.
Extinguishing agents – methods of application and use.
First Aid/fire extinguishers.
Fire Hose.
Fire appliances & equipment – selection, storage, handling, use, inspection & testing,
maintenance, record keeping.
Personal Protective Equipment.
Helicopter construction.
Helicopter type familiarisation.
Response area topography
Tactics and techniques – appliance positioning, external/internal fires, access, forcible
entry, assistance with evacuation.
First Aid.
Casualty handling.
Emergency planning.
Theoretical and practical, written and oral assessment.
Notes:
1.
Instructors will need to vary the syllabus to suit local requirements and specific
equipment provided.
2.
The end result must be an organised trained unit to provide the necessary cover,
with emphasis on practical use of equipment available at the particular heliport. The
training sessions must include actual fuel fire situations.
3.
It is recommended that the above programme be modified for recurrent periodic
training. The first bullet point can be omitted and personnel should participate as a
team comprising of the individual members forming the crew.
4.
Further details and information are available in CAP 605 “Reference and Guidance
for Personnel at Lower Category Aerodromes”.
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