emergency care - hospital heli pads

7/27/2019 Emergency Care - Hospital Heli Pads

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Emergency careHealth Building Note 15-03:Hospital helipads


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HBN 15-03 Emergency care: Hospital helipads

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Department of Health Estates and Facilities Division

Quarry HouseLeedsLS2 7UE

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Department of Health Estates and Facilities Division

N/A0Paragraph 3.96 Helicopter landing facilities in HBN 45

Feb 200 8

PCT CEs, NHS Trust CEs, Care Trust CEs, Foundation Trust CEs ,PCT PEC Chairs, NHS Trust Board Chairs, Special HA CEs,Emergency Care Leads

Department of Health libraries, House of Commons library,StrategicHealth Authorities, UK Health Departments, Directors of Estatesand Facilities

This Health Building Note describes the requirements, options and broad estimated costs for new hospital helipads compliant withregulatory requirements, and provides guidance on their operationand management.

External works for health buildings N/A0

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Emergency care Health Building Note 15-03:Hospital helipads

London: The Stationery Office


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Emergency care: Health Building Note 15-03 Hospital helipads

ii

Published by TSO (The Stati nery Office) and available fr m:

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iii

Preface

About Health Building NotesHealth Building N tes give best practice guidance nthe design and planning f new healthcare buildings and

n the adaptati n/extensi n f existing facilities.

They pr vide inf rmati n t supp rt the briefing anddesign pr cesses f r individual pr jects in the NHSbuilding pr gramme.

Restructuring of the Health BuildingNote suiteHealthcare delivery is c nstantly changing, and s t arethe b undaries between primary, sec ndary and tertiary care. The f cus n w is n delivering healthcare cl ser tpe ples h mes.

The traditi nal divisi n f Health Building N tesint discrete b ks f inf rmati n based n h spitaldepartments is theref re n l nger appr priate.

Instead, the new Health Building N te framew rk (sh wn bel w) is based n the patients experience acr ssthe spectrum f care fr m h me t healthcare setting and

back, using the nati nal service framew rks (NSFs) as a m del. This structure better reflects current p licy andservice delivery.

New Health Building Note structureThe Health Building N tes have been rganised int a suite f 17 c re subjects.

Care-group-based Health Building N tes will pr videinf rmati n ab ut a specific care gr up r pathway but

will cr ss-refer t Health Building N tes ngeneric(clinical) activities r support systems as appr priate.

C re subjects will be subdivided int specific t pics andclassified by a tw -digit suffix (-01, -02 etc), and may befurther subdivided int Supplements A, B etc.

All Health Building N tes are supp rted by theverarching Health Building N te 00 in which the key

areas f design and building are dealt with.

ExampleThe Health Building N te n acc mm dati n f radult in-patients will be represented as f ll ws:

Health Building N te 04-01: Adult in-patientfacilities

The supplement t Health Building N te 04-01 nis lati n facilities will be represented as f ll ws:

Health Building N te 04-01: Supplement A Is lati n facilities in acute settings

New Health Building Note number and series title Type of Health Building NoteHealth Building N te 00 C re elements Supp rt-system-basedHealth Building N te 01 Cardiac care Care-gr up-basedHealth Building N te 02 Cancer care Care-gr up-basedHealth Building N te 03 Mental health Care-gr up-based

Health Building N te 04 In-patient care Generic-activity-basedHealth Building N te 05 Older pe ple Care-gr up-basedHealth Building N te 06 Diagn stics Generic-activity-basedHealth Building N te 07 Renal care Care-gr up-basedHealth Building N te 08 L ng-term c nditi ns/l ng-stay care Care-gr up-basedHealth Building N te 09 Children, y ung pe ple and maternity services Care-gr up-basedHealth Building N te 10 Surgery Generic-activity-basedHealth Building N te 11 C mmunity care Generic-activity-basedHealth Building N te 12 Out-patient care Generic-activity-basedHealth Building N te 13 Dec ntaminati n Supp rt-system-basedHealth Building N te 14 Medicines management Supp rt-system-basedHealth Building N te 15 Emergency care Care-gr up-basedHealth Building N te 16 Path l gy Supp rt-system-based


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iv

Other resources in the DH Estates andFacilities knowledge series

Health Technical Memoranda

Health Technical Mem randa give c mprehensive adviceand guidance n the design, installati n and perati n f specialised building and engineering techn l gy used inthe delivery f healthcare (f r example medical gaspipeline systems, and ventilati n systems).

They are applicable t new and existing sites, and aref r use at vari us stages during the incepti n, design,c nstructi n, refurbishment and maintenance f a building.

All Health Building N tes sh uld be read in c njuncti n with the relevant parts f the Health TechnicalMem randum series.

Health Technical Memorandum BuildingComponent series

All Health Building N tes refer t Health TechnicalMem randum Building C mp nent d cumentsf r specificati ns and design guidance n building c mp nents f r healthcare buildings. All Health Building N tes sh uld theref re be read in c njuncti n with therelevant parts f the Health Technical Mem randumBuilding C mp nent series.

Activity DataBase (ADB)

The Activity DataBase (ADB) data and s ftwareassists pr ject teams with the briefing and design f thehealthcare envir nment. Data is based n guidance givenin the Health Building N tes, Health TechnicalMem randa and Health Technical Mem randumBuilding C mp nent series.

1. R m data sheets pr vide an activity-based appr ach

t building design and include data n pers nnel,planning relati nships, envir nmental c nsiderati ns,design character, space requirements and graphicallay uts.

2. Schedules f equipment/c mp nents are included f reach r m, which may be gr uped int erg n mically arranged assemblies.

3. Schedules f equipment can als be btained atdepartment and pr ject level.

4. Fully l aded drawings may be pr duced fr m thedatabase.

5. Reference data is supplied with ADB that may beadapted and m dified t suit the users pr ject-specificneeds.

F r further inf rmati n please refer t the f ll wing DH website: www.adb.dh.g v.uk

How to obtain publications To find out about publications that are finalised

and currently being published, l k under new publicati ns n the DH Estates and FacilitiesDivisi n Kn wledge and Inf rmati n P rtalh mepage at: www.estateskn wledge.dh.g v.uk . NOTE that users should also check the Knowledgeand Information Portal for latest versions of allpublications, including Health Building Notes,and for any amendments to publications.

To find out about all DH Estates and Facilitiespublicati ns, d wnl ad the publicati ns list fr mthe link n the DH Estates and Facilities Kn wledgeand Inf rmati n web page: www.dh.g v.uk/en/P licyandguidance/Organisati np licy/Estatesandfacilitiesmanagement/DH_4118956

Hard copies of published documents are availablefr m:The Stati nery Office Ltd (TSO).Tel: 0870 600 5522. Fax: 0870 600 5533.Online b kst re: www.ts sh p.c .uk

F r further inf rmati n, c ntact J ck Graham n 0113341 3191; email: j ck.graham@c i.gsi.g v.uk .

NoteThe new Health Building Notes have been progressively rolled out from spring 2007 onwards.

The sequence of numbering within each subject area does not necessarily indicate the order in which the Health Building

Notes are published/printed. However, the overall structure/number format will be maintained as described.To find out how to access information on published documents, see the How to obtain publications section above.
http://www.adb.dh.gov.uk/http://www.estatesknowledge.dh.gov.uk/http://www.estatesknowledge.dh.gov.uk/http://www.dh.gov.uk/en/Policyandguidance/Organisationpolicy/Estatesandfacilitiesmanagement/DH_4118956http://www.dh.gov.uk/en/Policyandguidance/Organisationpolicy/Estatesandfacilitiesmanagement/DH_4118956http://www.dh.gov.uk/en/Policyandguidance/Organisationpolicy/Estatesandfacilitiesmanagement/DH_4118956http://www.dh.gov.uk/en/Policyandguidance/Organisationpolicy/Estatesandfacilitiesmanagement/DH_4118956http://www.tsoshop.co.uk/mailto:[email protected]:[email protected]:[email protected]://www.tsoshop.co.uk/http://www.dh.gov.uk/en/Policyandguidance/Organisationpolicy/Estatesandfacilitiesmanagement/DH_4118956http://www.estatesknowledge.dh.gov.uk/http://www.adb.dh.gov.uk/


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v

IntroductionSince the first helicopter ambulance was established in1987, the service has expanded to cover most of theUnited Kingdom, complementing the service providedby military and coastguard search and rescue helicopters.Helicopter ambulance operations are likely to increasefurther and to extend their operations from day intonight, both to meet rising public expectations and totransfer more patients from general to specialist hospitals.Helicopter ambulances are also considered helpful inachieving pre-hospital call-out and care targets in bothcities, where congestion affects road ambulances, and inlarge countryside areas.

Aim of the guidanceThis Health Building Note aims to describe the

requirements and options for new hospital helipadscompliant with regulatory requirements, and providesguidance on their operation and management.

This guidance aims to enable trust executives and staff tobecome informed customers, when developing a businesscase and when managing the design, construction andoperation of a helipad. It complements and interpretsthe relevant legislation and standards but cannot providecomplete advice on their implementation in all situations;therefore, we would advise that expert aviation adviceshould be sought before committing to design and

expenditure. Advice could be sought from anindependent helicopter consultant, or from the Ministry of Defence and the operator of the local ambulancehelicopters.

The Health Building Note also describes the planning considerations, the equipment and personnelrequirements, and the additional support facilities(including refuelling) which may be necessary at certainhelipads. It also quantifies the low level of risk incurredby operating helicopters from a trust site according to therules for commercial air transport, and indicates how the

risk should be managed and mitigated.This Health Building Note is designed for the guidanceof:

trust chief executives and directors considering abusiness case and options for helicopter access;

head clinicians considering pre-hospital patient care;

estates and project managers and private sectorpartners tasked to design and build helipads;

and fire and safety officers considering risk analysesand safety and contingency plans.

There is no cost chapter in this Health Building Notesince the cost elements of hospital helipads are project-specific.

The three principal helipad optionsThere are three principal options for siting a hospitalhelipad:

at ground level;

on a rooftop;

and on a low structure or mound near to the Accidentand Emergency Department.

All options require airways clear of obstacles such astrees and buildings, which helicopters will use whenapproaching and departing, as well as a clear space for thehelipad and its immediate surrounds. These criteria canbe difficult to achieve, particularly at ground level incongested areas and on small hospital estates, and may compromise a hospitals future development plans.

Helipads built on rooftops (ideally above the Accidentand Emergency department to ensure a short transit forthe patient) are the most effective from the aviation and a trusts strategic planning perspectives: they largely removeany constraints on future building plans, they provide thegreatest choice of obstacle-free helicopter airways, andthey reduce the environmental impact on the hospitaland its neighbours.

Ground-level helipads do not have these advantagesbut are cheaper to build and operate. The third option,

building a helipad on a mound or low elevation structureabove a car park or other occupied area, has some of thebenefits on a roof-top site but costs less to construct andoperate.

Executive summary


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vi

Acknowledgements

The Estates and Facilities Divisi n wishes t express thanks t the f ll wing c ntribut rs:

Robert Alderson , Fire Safety Advis r, NHS Grampian

Steven Bannister , Direct r f Estates, Calderdale and Huddersfield NHS F undati n Trust

Richard Boswell, Chief Pil t, Medical Aviati n Services

Malcolm Coe, C nsultavia Ltd, Helic pter C nsultantRobert Davey , Estates Pr ject Manager, Heart f England NHS F undati n Trust

Merrick Forsyth , Head f Flight Operati ns, B nd Air Services

Verity Kemp, Department f Health Advis r, Health Planning Ltd

Ken Lewis, Operati ns Officer, B nd Air Services

Mike Lindley , Operati ns Manager, Y rkshire Air Ambulance

Barrie Neilson, Squadr n Leader, Officer C mmanding UK Aer nautical Rescue C - rdinati n Centre

Peter Norton , Chief Executive, British Helic pter Advis ry B ard

Anthony Morgan , Fire Officer (CAA L w Categ ry Airp rt Supervis r), Heart f England NHS F undati n TrustKevin Payne, Flight Standards Officer, Civil Aviati n Auth rity

George Philips , Chief Pil t at Linc lnshire/N ttinghamshire air ambulance

Peter Rover , Helic pter Advis r

David Russell, Flight Operati ns Inspect r, Civil Aviati n Auth rity

John Tickner , Operati ns Manager, Ass ciati n f Air Ambulance Charities

Sqn Ldr David Warren , RAF Aviati n Safety gr up

Paul Westaway , Secretary, C nfederati n f Helic pter Ambulance Services

Captain D J White , Chief Pil t, Air Operati ns Unit, Dev n and C rnwall C nstabulary


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vii

PrefaceExecutive summary

Ackn wledgementsChapter 1 Purp se and sc pe 1

Backgr und inf rmati nTypes f helic pter that may need t use h spital helipads

Sec ndary landing sitesHelic pter Emergency Medical Service flight rulesHelic pter perating limitati nsPrincipal guidance and legislati n

Chapter 2 Planning c nsiderati ns 4 Access t Accident & Emergency Devel pment planning Devel pment C ntr l PlanPublic safety Licensing Planning permissi nNight flying Night flying resp nsibilitiesFlight limitati ns due t cl ud and visibility Envir nmental assessmentHelic pter n ise

Certificati nPlanning c ntr lPublic reacti n

Third-party useChapter 3 Helipad site pti ns 7

Gr und-level helipadsElevated (r ft p) helipads

Helipads n raised structures and m undsChapter 4 Gr und-level landing sites 10

Large areasB undaries

Aiming p intLanding p int

AccessFire precauti ns

Small areasLanding padD wnwash z ne

Helic pter appr ach and departure c rrid rs AccessVisual aids

Paint markings

Contents


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Wind indicati nLighting f r night perati ns

Lighting t guide appr aching helic ptersB undary lights

Aiming p int lightsHelipad lights

Winds ck illuminati nObstacle illuminati n

Access track lighting Switching

Security Chapter 5 Elevated (r ft p) landing sites 15

Similarities t a gr und-level siteStructural design

Design criteria helic pter landing

Design criteria helic pter at restSummary f structural design criteria Surface structure

DrainageLanding area requirements

Tie-d wn p intsSafety netting

Additi nal visual aidsH spital name

All wable weightHelipad lighting

Access t and fr m the landing area Ramps and stairsLiftsPers nnel safety

RFFS facilitiesF am

WaterC mplementary fire-fighting agentsRescue pers nnelRescue equipmentMedical equipment

Additi nal st rage

Chapter 6 Helipads n raised structures and m unds 21Similarities t a gr und-level siteSimilarities f raised structures t elevated (r ft p) sitesRFFS facilities

Chapter 7 Refuelling 24RequirementSafety and security

Fuel quality Spillage pr tecti nC ntaminati n and theft

Equipment pti nsDrumsPalletted tanksR ad b wser r trailer-m unted tank Dedicated tank


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Contents

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Chapter 8 Supp rt facilities 26Elevated sites and raised sites ab ve 3 mHelic pter base facilities

Chapter 9 NHS emergency planning guidance 27Chapter 10 Operati nal risk management 28

Aviati n risk assessmentRisk management

Intr ducti nTechnical administrati nHelipad characteristicsOperati nal pr ceduresLighting Rescue and Fire-Fighting ServicesPers nnel safety H spital pr cedures

Quality assurance auditing Chapter 11 Engineering requirements 30Intr ducti nSpace requirements f r services and plantVentilati nH t and c ld water systemsInternal drainage

Ac usticsFire safety Lighting C mmissi ning and maintenance

Chapter 12 References 31 Acts and regulati nsC des f practiceInternati nal Civil Aviati n rganisati n (ICAO)

J int Aviati n Auth rity Civil Aviati n Auth rity Department f Health/NHS Estates guidanceOther


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1

1.1 The purp se f this Health Building N te is tdescribe the requirements and pti ns f r new helipads c mpliant with regulat ry requirementsat b th existing and new h spitals, and t pr videguidance n their perati n and management.This is n t a stand-al ne d cument, h wever,

as the helic pter perat r has the resp nsibility f deciding whether a helipad is safe f r use.Theref re, expert aviati n advice sh uld be s ughtbef re c mmitting t design and expenditure. Thisadvice c uld be fr m an independent helic pterc nsultant r fr m the Ministry f Defence,al ng with advice fr m the perat r f the l calambulance helic pters. This Health Building N te is intended t pr vide basic guidance, whichc mplements and interprets the relevant legislati nand standards. The guidance c vers:

backgr und inf rmati n n the requirement f r a helipad, the types f helic pters that mightuse it, and their perating limitati ns andcapabilities;

planning c nsiderati ns including access t Accident & Emergency, devel pment planning,public safety, and the principal fact rs addressedin the planning permissi n pr cess;

the relative advantages and detailed designrequirements, services and manp wer neededf r the three principal helipad pti ns (gr und-level, r ft p level, and n a l w structure rm und);

the benefits, design criteria and pti ns f rpr viding a refuelling facility;

additi nal supp rt facilities needed at thedifferent types f helipad;

NHS emergency planning guidance;

a quantificati n f, and guide t , themanagement f perati nal risks;

engineering requirements.1.2 This Health Building N te is designed f r the

guidance f:

trust chief executives and direct rs c nsidering a business case and pti ns f r helic pter access;

head clinicians c nsidering pre-h spital patientcare;

estates and pr ject managers and private-sect r

partners tasked t design and build helipads;fire and safety fficers c nsidering risk analysesand safety and c ntingency plans.

1.3 Thr ugh ut this d cument, the f ll wing w rdshave particular meanings:

must is used t indicate a legal requirementin the Air Navigati n Order (ANO) and f rinternati nal standards and practices which theUK accepts. The helic pter perat r may beable t btain dispensati ns fr m s me f the

standards and practices if he c nsiders that any additi nal risk can be mitigated, but this cannly be d ne by assessing the finished helipad

after c nstructi n is c mplete. Theref re a new helipad sh uld be designed t meet allthe accepted and d cumented standards andpractices, and any p tential sh rtfalls sh uld beidentified and discussed with experts at thedesign stage in rder t av id changes afterc mmissi ning;

sh uld is used t indicate where a fact r

r item is c nsidered beneficial, based nexperience.

Background information1.4 Helic pter ambulances are available ver m st f

the United Kingd m t deliver care t patientsrapidly and t transp rt them t h spital if appr priate. Their usage is likely t increase b th

with public expectati ns and if it bec mes m renecessary t transfer patients fr m general tspecialist h spitals. In additi n, NHS ambulance

trusts face increasingly demanding targets f rresp nding t call- uts. As a result, h spitalhelipads have bec me an integral part f the pre-h spital care service and an imp rtant facility atmany h spitals.

1 Purpose and scope


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2

1.5 Since the intr ducti n f ambulance helic ptersand h spital helipads, h spitals have als metincreasing demands n the land within theirb undaries. S me have l st the use f their helipadsthr ugh the sale f land r because new buildingshave been erected which bstruct the site r itsrequired appr aches by air. The l ss f thesecapital assets is av idable given s me kn wledge

f helic pter requirements and a strategic view f estate planning.

Types of helicopter that may need to use hospitalhelipads

Ambulance helicopters

1.6 H spital helipads are used pred minantly by ambulance helic pters. Presently these are small tmedium-sized aircraft with an verall length n texceeding 15 m and a maximum weight f 3.5 t.In future, if funding bec mes m re available, largermachines with an verall length f m re than 15 mand weighing up t 7 t are likely t be used tsupplement the smaller helic pters. All have twengines t reduce the risk f an accident if ne fails,and appr ved perating pr cedures t stay airb rne

r t land safely in that unlikely event. Ambulance

helic pters will pr bably land less than nce perday n average, but several times n busy days.

A typical ambulance helicopter

Search and Rescue helicopters

1.7 Casualties f leisure and maj r industrial accidentsand natural disasters may be rescued by Search andRescue (SAR) helic pters. Theref re it is imp rtantf r pre-h spital care that these helic pters canland at h spitals with Level 1 A&E, and at th se

h spitals near the c ast, m untains and the p ssiblesites f large accidents such as maj r railway

juncti ns and airp rts. SAR helic pters can be upt 23 m in length and 15 t maximum weight. Thedesign criteria f r a helipad at relevant h spitalssh uld include access f r these larger rescuehelic pters. In many situati ns, this will n tincrease the size r c st; where it d es, the increasecan be minimised if the requirement is includedfr m the utset in the design f the helipad.

Police helicopters

1.8 Many p lice f rces perate helic pters, which canfuncti n in the ambulance r le and w uld thenrequire access t h spital helipads.

Secondary landing sites

1.9 This Health Building N te describes therequirements f r a single primary helipadacc mm dating ne helic pter at a time; this willbe sufficient t meet m st h spitals requirements.H wever, it is p ssible that tw helic pters willarrive simultane usly, r that a mass casualty incident c uld generate a c nsiderable increase inthe number f helic pter m vements. Ambulance,SAR and ther helic pters might be m bilised tassist. Maj r trauma h spitals and thers thatmight expect t receive mass casualties sh uldc nsider a sec nd l cati n f r helic pters t land.It sh uld be cl se t A&E, but this criteri n may have t be c mpr mised if pen areas are scarce.The nly likely p siti n will be at gr und level, andmay be utside the h spital b undary n a sp rtsfield r public park; it is desirable t select a l cati n with a firm area r tracks which will all w

B o n

d A i r S e r v

i c e s

S A R S e a

K i n g ,

C r o w n c o p y r i g

h t

A Search and Rescue helicopter


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1 Purpose and scope

3

r ad ambulances t make repeated j urneys whenthe gr und is wet. Opti ns sh uld be identifiedand agreed with land wners, and the l cal p liceand fire services sh uld be inf rmed. Therequirements t activate the site sh uld be includedin the h spitals emergency resp nse plan.

Helicopter Emergency Medical Service flight rules

1.10 A flight is termed a Helic pter Emergency MedicalService (HEMS) flight when it is undertaken tfacilitate emergency medical assistance whereimmediate and rapid transp rtati n is required.This may be t carry medical attendants, supplies,ill r injured pers ns, and thers directly inv lved.If medical pini n is that HEMS c nditi ns apply,the pil t is permitted certain dispensati ns fr mn rmal c mmercial air transp rt regulati ns. F rexample, a helic pter with Civil Aviati n Auth rity (CAA) HEMS appr vals can land in unpreparedc nfined areas by accident sites which w uld beunsuitable f r c mmercial air transp rt. H wever,these dispensati ns d n t apply t the design andmanagement f h spital landing sites because they are used frequently and the risks are predictable andcan theref re be mitigated.

Helicopter operating limitations1.11 Several different criteria affect whether a helic pter

can land r take ff fr m a particular area,

including its p wer, the size f the landing area,and the range and payl ad required t be fl wn.S me helic pters, particularly lder m dels, areunable t perate at their maximum weight intc nfined and elevated helipads because f perf rmance limitati ns. H wever, a headwindc mp nent n appr ach and take- ff is alwaysimp rtant; the ptimum helipad will theref re

ffer appr ach and departure paths int theprevailing s uthwest wind, and als in therdirecti ns t all w flight int the wind in m stsituati ns.

Principal guidance and legislation

1.12 The principal guidance and legislati n referred tin this Health Building N te is as f ll ws:

Internati nal Civil Aviati n Organisati n(ICAO) Annex 14 t the C nventi n nInternati nal Civil Aviati n, V lume II,Helip rts, and the ass ciated Helip rt Manual,abbreviated t ICAO Annex 14;

Statut ry Instrument 2005 N 2005/1970, The Air Navigati n Order;

J int Aviati n Requirements JAR-OPS 3,C mmercial Air Transp rtati n (Helic pters),abbreviated t JAR-OPS 3.


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4

Access to Accident & Emergency2.1 Since helic pter-b rne patients are likely t be in a

time-critical c nditi n, it is imp rtant that the timetaken t transfer them between the helic pter andh spital A&E department is sh rt (ideally less than2 minutes) and that the patient is pr tected as faras p ssible fr m adverse weather c nditi ns. Thesafest, fastest and m st efficient means f transfer isby tr lley fr m the helic pter. Transferring patientsfr m a helic pter t a r ad ambulance f r the

j urney t A&E is always undesirable and ftenimpractical, especially if they are c nnected tfluid, gas and electrical life-supp rt systems. Thebest l cati ns f r a helipad are theref re in an penarea immediately adjacent t A&E r n the r f ab ve it, with tr lley access.

Development planning2.2 A helipad requires a defined area free f all

bstructi ns such as buildings and trees at gr undlevel. Als , there must be at least tw c rrid rsrising fr m the helipad int the air which are free

f such bstructi ns t all w helic pters a clearairway t appr ach and depart. If any new

bstructi ns are built r gr w in the defined areas,helic pters may n l nger be able t perate. It istheref re essential that the l cati n f the helipadis c nsidered in the light f p tential futuredevel pments within and bey nd the b undaries

f the h spital estate. If bstructi ns such as tallbuildings r radi masts are erected in the airways,the landing site may bec me unusable.

Development Control Plan2.3 The site sh uld be l cated by reference t the

H spitals Devel pment C ntr l Plan (DCP), andthe helipad requirements sh uld then be includedin the DCP and c nsidered when new buildingsand facilities are planned.

Public safety2.4 All helic pters in flight create a d wnward fl w f

air kn wn as d wnwash. The severity depends nthe weight f the helic pter, the dissipating effect

f wind, and disrupti n by screening in the f rm f buildings, trees, hedges and walls. The d wnwashin a small area underneath large SAR and military helic pters can be intense, displacing l seh ardings and bl wing grit and debris at pe ple,cars and buildings in the immediate vicinity. Thel se bjects can then be a risk t the helic pter if they are carried int the r t r blades r engines by re-circulating airfl ws. Old and infirm pe ple areparticularly susceptible t the wind strength f d wnwash. F r small, light ambulance helic pters,the effect is greatly reduced but sh uld still bec nsidered; a 30 m d wnwash z ne ar und thehelipad sh uld be kept clear f pe ple, parkedcars and buildings. H wever, the m st effectivemitigati n is t raise the helipad ab ve areas usedby the public and NHS empl yees. Raised sitesreduce the d wnwash effects c nsiderably, and highelevated r r ft p sites rem ve the risk.

Licensing2.5 There is n requirement f r the CAA t license

h spital helipads, and there is n benefit t theh spital fr m licensing. The CAA will be requiredt inspect the Rescue and Fire Fighting Services(RFFS) and the lighting at elevated helipads.

Planning permission2.6 H spital landing sites require planning permissi n

because they will be used n m re than 28 days peryear. The sites als require the permissi n f theland wner and the awareness f the l cal p lice.

Night flying2.7 Currently, ambulance helic pters m stly perate

during daylight h urs nly, but the funding andthe requirement t pr vide a 24-h ur service are

2 Planning considerations


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2 Planning considerations

5

increasing. Als , SAR helic pters pr vide a 24-h urservice. It is theref re rec mmended that all new helipads sh uld be equipped with appr vedlighting t permit night perati ns. The lights aren t nly essential f r night w rk but are als highly desirable f r use n sh rt, dark winter days. At thevery least, new helipads sh uld inc rp rate thetrunking f r cables s that lighting can be addedc st-effectively at a later date.

Night flying responsibilities2.8 Flight safety by day is the resp nsibility f the

perat r. H wever, the Air Navigati n Ordermakes an additi nal stipulati n that, f r night

perati ns inv lving public transp rt, the pers nin charge f an area intended f r taking ff andlanding must cause t be in perati n such lighting as will enable the pil t t identify the landing area and directi n, and t make a safe landing and take-

ff. The NHS trust will bear this resp nsibility f r sites n NHS land, and sh uld take f rmalacceptance f the resp nsibility f r h spital landing sites built n neighb uring land by permissi n f the land wner. Discharging the resp nsibility includes pr viding at least ne trained pers nf r night perati ns t ensure that the lights are

functi ning c rrectly, and that n pe ple rbstacles have strayed int the area, and tc mmunicate with the pil t by radi r lightsignals bef re the helic pter arrives until after it hasdeparted.

Flight limitations due to cloud andvisibility2.9 Cl ud c ver and visibility can affect an ambulance

helic pters ability t perate. This is becausehelic pter pil ts fly by reference t what they cansee f the terrain when they appr ach h spitalhelipads, termed visual flight. The alternativeis t fly using nly the c ckpit instruments f rreferences, but the equipment and pr ceduresneeded t appr ach a helipad are c mplex andexpensive, and are n t yet appr ved by the CAA.C nsequently, this Health Building N te c vers

nly the requirements f r visual flight by day andnight. By day, this requires the cl ud c ver t be atleast 500 ft ab ve the helipad and the h riz ntalvisibility t be at least 1000 m, with min r

variati ns. At night, visual flight requires a cl udbase at least 1000 ft ab ve the helipad and a h riz ntal visibility f 3000 m r better, again withmin r variati ns.

Environmental assessment 2.10 Planning P licy Guidance 24, Planning and N ise

(issued by the Department f r C mmunities and

L cal G vernment), states that an envir nmentalassessment is required f a new aer dr me (any area f land r r ft p c mm nly used f r thelanding and departure f aircraft) if the pr p sal islikely t have significant envir nmental effects.

Helicopter noise

Certification

2.11 It has been a mandat ry requirement f r every civilian helic pter certified since 1985 t h ld

a n ise certificate as part f its Certificate f Airw rthiness. This certifies that the helic pter isquieter than the n ise limits established by ICAOand subsequently intr duced int UK legislati n.

Planning control

2.12 Helic pter n ise is likely t be an imp rtant partf the planning appr val pr cess. The principal

guide is Planning P licy Guidance 24. This urgescauti n in measuring and applying n ise exp surecateg ries when the abs lute levels f the n ise are

balanced by an infrequent ccurrence and a sh rtdurati n f such n ise. The ccasi ns whenambulance helic pters cause disturbance are likely t be irregular, few in number and sh rt indurati n. As a result, a f rmal n ise analysis f rh spital helipads is unlikely t draw useful r

bjective c nclusi ns and will be f limitedassistance t planning c mmittees.

Public reaction

2.13 The envir nmental impact, balanced by the

p sitive benefit f r patients and the c mmunity atlarge, sh uld be explained t the l cal p pulati n atan early stage, and especially during the mandat ry c nsultati n phase (see the Cabinet Office C de f Practice n C nsultati n, reference 270621/0805/D8, dated January 2004). The public canappreciate the usefulness f a h spital helipadin life-saving situati ns, especially when fully inf rmed f the purp se and imp rtance,the infrequency and sh rt durati n f theenvir nmental impact, and any mitigati n activitiespr p sed, which c uld include:

l cating the helipad n the highest p int in theestate;


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6

planning the flight paths t av id unnecessarily l w transits ver sensitive areas, including transiting f r as l ng as p ssible at r ab ve a height f 1000 ft as required by law;

empl ying n ise abatement flight paths andusing special appr ach and departure techniques

which minimise n ise; perat rs are required tinclude these techniques in the training f theirpil ts;

dissipating n ise using baffles f rmed by intervening buildings and trees;

insulating buildings and fitting d uble glazing in vulnerable z nes;

transp rting nly critically ill patients during uns cial h urs (2300 t 0700 hrs).

Third-party use2.14 Use f the helipad by n n-emergency helic pters

bel nging t third parties is likely t attract a m re

antag nistic public reacti n t the envir nmentalimpact f all helic pter m vements. It may exceedthe h spitals planning permissi n, will incuradditi nal administrative resp nsibilities, and may n t be appr priate if passengers have t gain accesst the helipad thr ugh the h spital buildings.H wever, it can be achieved if there is sufficientspace t create an aircraft parking area separatefr m the A&E pad, which sh uld always be keptclear f r ambulance helic pters. The guidance inthis Health Building N te is sufficient t meet theaviati n requirements f private and c rp ratehelic pter wners and c mmercial perat rs.


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7

3.1 There are three principal pti ns f r siting a helipad: at gr und level, at r ft p level, and

n a l w structure r m und. The three pti nsare described in utline in thisc hapter (andsummarised in Table 1), and their requirementsare c vered in detail inChapters 4, 5 and 6

(summarised in Table 2).

Ground-level helipads3.2 Helipads built at gr und level are the least

expensive t c nstruct and perate. H wever, they take up much m re space than raised and elevatedpads. Gr und-level helipads require a clear, firm,level landing area free f all bstructi ns such asbuildings, shrubs, trees, and fences d wn t gr undlevel. In c mm n with all helipads, they alsrequire at least tw c rrid rs rising fr m theedge f the helipad int the air that are free f all bstructi ns, t all w helic pters a clear spacein which t fly during their appr aches anddepartures. This is usually the m st difficultcriteri n t achieve at gr und-level pads in densely built-up areas, and may require the rem val f screening such as trees and shrubs, a sensitivesubject f r the envir nment. The c rrid rs sh uldbe aligned appr ximately n rtheast/s uthwest t

make use f the prevailing wind; cr sswinds may limit the weight that a helic pter can carry, and a str ng cr sswind w uld prevent s me helic ptersfr m making an appr ach.

3.3 It may be difficult and is frequently imp ssible tfind the necessary clear area within an acceptabledistance f A&E, in which case a limitedavailability gr und-level helipad r a raised,m unded r elevated pad sh uld then bec nsidered.

Elevated (rooftop) helipads3.4 Fr m b th the aviati n and the l ng-term planning

perspectives, the best p siti n f r a h spital helipadis n the r f f the tallest building n the site.The c nsiderati ns affecting r ft p helipads are asset ut in the f ll wing paragraphs.

3.5 R ft ps are generally unused space; even if there isair-c nditi ning plant n the r f, a helipad can bebuilt ab ve it. By c mparis n, gr und-level areas inm st h spitals are at a premium and may need tbe used f r ther buildings, car parks and amenity areas.

3.6 They raise the helic pters appr ach anddeparture paths by several st reys, reducing the

3 Helipad site options

P h o t o g r a p h e r : L

i s a

P a y n e

A ground-level helipad at Queens Hospital, Romford


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8

envir nmental impact, particularly n ise and theeffects f d wnwash at gr und level. This is n t

nly valuable f r h spital activities but is alssignificantly likely t reduce c mplaints fr mneighb urs.

3.7 They pr vide the greatest ch ice f un bstructedappr ach paths, all wing the helic pter tappr ach with a headwind c mp nent. The generallack f bstructi ns at r ft p level als all ws thehelic pter t fly in sm ther air c mpared with theturbulence that can be experienced when landing between buildings; this reduces patient disc mf rtand helic pter p wer requirements. C nsiderati nsh uld be given t :

h t air fr m exhaust vents and flues which might disrupt the airfl ws ar und thehelic pter;

r f-level ventilati n intakes; any fumes fr mthe helic pter are likely t be dispersed, butc uld be mistaken f r the smell f fire by h spital staff, wh might then s und the alarm;

p is n us gas vents; the gas sh uld bedissipated by the wind but must n t affect thehelic pter crew.

3.8 R ft p helipads, especially if n high buildings,are unlikely t influence future building plans;their appr ach paths are less likely t be affected.

A l wer-level helipad c uld prevent thec nstructi n f new facilities if they w uld bl ck the appr aches r intrude int the bstacle-freearea needed f r landing.

3.9 Helipads n r ft ps are m re expensive t buildand t perate than th se at gr und level. They require integral fire-fighting facilities and trainedRFFS manp wer. H wever, the additi nal expense

is reduced if the helipad can be included in theinitial design f the building.

3.10 A helipad n the r f f the building h using A&E, with a ramp t pr vide tr lley access, usually

ffers the sh rtest transit with the patient exp sedt the elements.

Helipads on raised structures andmounds3.11 A helipad built n a structure that is raised n t

m re than 3 m ab ve the surr unding area, r na m und, d es n t always require RFFS trainedpers nnel and equipment. The main pti ns areas set ut in the f ll wing paragraphs.

3.12 A helipad can be built n a ne-st rey structureab ve a car park r ther area near t A&E. Suchraised sites are cheaper t build than th se nexisting r ft ps, and achieve s me f theadvantages f a r ft p pad: they d n t ccupy valuable gr und, and they raise the helic ptersappr ach and departure paths (and envir nmentalimpact) by ne st rey. In additi n, c mpared withgr und-level sites, they are m re likely t pr videun bstructed appr ach paths and sm th air, andare less likely t impact n future buildings r t beaffected by exhaust flues.

3.13 A helipad built n a m und has similar advantagest ne n a raised structure, except that it is lessexpensive t c nstruct and the area under thehelipad cann t be used. The pad can be appr achedup a path which spirals ar und the m und and issuitable f r pushing a tr lley r driving a fireengine. Such sites require little maintenancebey nd landscaping.

B o n

d A i r S e r v

i c e s

A D A C

, G e r m a n y

A helipad on a raised structure over a car park

An elevated (rooftop) helipad at Leeds General Infirmary


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3 Helipad site options

9

Table 1 Comparison of ground level, raised (and mounded) and rooftop sites

Ground-levelsites

Raised structures

and mounds

Elevated (rooftop) sites

Aircraft and public security Freed m fr m bstructi ns at gr und levelFreed m fr m bstructi ns in the helic pter appr ach c rrid rs

Pr visi n f int -wind appr achesPreventing air turbulence affecting helic pters and patientsReducing the impact f n ise and d wnwashPreservati n f trees and shrubsImpact n future building plansMinimal building c stMinimal running c sts See

paragraph 3.11

Requirement f r fire and rescue equipment N nemandated

P ssibly required

Required

Requirement f r trained manp wer available f r each landing N nemandated

P ssibly fireand rescue

Fire and rescue

Key: C l ur c ding indicates the ease r difficulty f meeting each criteri n at each type f helipad.Green = easiest, amber = m derate, red = m st difficult

P e t e r R o v e r

A mounded helipad


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10

4.1 The dimensi ns, marking and lighting f helipadsare specified in the ICAO Annex 14 and theass ciated Helip rt Manual. Lighting requirementsare amplified by the CAA Safety Regulati n Gr upin its letter reference 10A/254/24 dated 16February 2007.

Large areas4.2 A gr und-level area at least 200 m l ng and at least

30 m wide, aligned with the prevailing wind, withclear areas at either end such as agricultural rparkland, will all w access by m st helic pters inm st wind c nditi ns. The surface must be firmen ugh t all w a car t be driven acr ss it, theoverall slope must not exceed 3% (1.8o), and l calslopes must not exceed 5% (3o).

Boundaries4.3 NHS trusts sh uld check with their l cal helic pter

perat r r an aviati n c nsultant whether theextent f the landing area will be evident t pil ts.If the b undary is deemed t be unclear, theperimeter f a rectangular area must be delineatedby white b undary markers r stripes 1 m wide by 9 m l ng ( r ne-fifth f the side f the rectangleif sh rter) at 50 m intervals, with at least threemarkings t each side and ne at each c rner.F r areas that are n t rectangular, there must be a

minimum f five b undary markers at intervals f less than 10 m.

Aiming point

4.4 Helic pters w uld appr ach such an area t anaiming p int near the centre f the area. Theaiming p int is a 9 m-sided equilateral trianglec mprising three 1 m-wide lines either c nstructedfr m paving r c nsisting f a shall w trench filled

with heavy crushed-st ne ballast, and painted white. The bisect r f ne f the angles sh uld be

aligned with the preferred appr ach directi n,pr bably t the n rtheast r where the helic ptersare m st likely t appr ach int the prevailing

wind. At the end f its appr ach, the helic pter will

h ver near the aiming p int and then taxi acr ssthe area at a l w height and speed t a landing p int near the A&E t discharge patients.

Landing point

4.5 The landing p int can be firm gr und, but an18 m paved circle sh uld be laid t all w easy access f r a patient n a small-wheeled tr lley in

wet weather. The 18 m dimensi n is necessary tall w large helic pters t p siti n the d rs at b thends f the cabin ver the pad with adequate spacet man euvre the tr lley. The landing p int mustbe able t supp rt 1.5 times the maximum weight

f the heaviest likely helic pter; 23 t will satisfy allp tential future needs. Als , the sl pe must besufficient t drain ff standing water (a high p intat the centre is preferred) but must not exceed 2%

(1.2o) in any directi n. The surface must be skid-resistant, and resistant t the er ding effect f d wnwash; tarmac sh uld n t be used because it isdiss lved by spilt aviati n fuel. See Figure 1, whichsh ws b undary markings and an aiming andlanding p int.

Access

4.6 The access track fr m the landing p int t A&Esh uld n t include any kerbs r bumps t disturbthe sm th m vement f the tr lley. It sh uld n t

sl pe laterally except f r drainage. Any sl pe in thedirecti n f travel sh uld c mply with Building Regulati ns Part M; the maximum sl pe f r 2 mramps sh uld be 1:12, f r 5 m ramps sh uld be1:15, and f r 10 m r l nger ramps sh uld be 1:20.H wever, all sl pes sh uld be 1:20 r flatter

wherever p ssible t prevent the patient fr msliding al ng the tr lley.

Fire precautions

4.7 The track sh uld be wide en ugh t acc mm date

a fire engine; n ther fire precauti ns aremandated.

4 Ground-level landing sites


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11

Small areas

Landing pad

4.8 Helipads n areas less than 200 m l ng requirea square pad with 25 m sides r a circular padc ntaining a 25 m-sided square (35.4 m indiameter). The pad must be able t withstand 38 t(2.5 times the greatest anticipated helic pter

weight). The surface sh uld be n n-tarmac andmust be skid-resistant, resistant t the er ding effect of downwash, and sloped by less than 2%(1.2o) t disperse rainwater.

Downwash zone

4.9 An area f 30 m ar und the pad sh uld be keptclear f pe ple, structures and hard bstacles tav id injuries and damage fr m debris bl wn by the d wnwash. Large helic pters require a largerd wnwash z ne than ambulance helic pters.

Helicopter approach and departure corridors

4.10 The helipad must have at least tw c rrid rs f clear airspace rising fr m the pad which are free

f all bstructi ns. If nly the minimum f twc rrid rs is p ssible, they sh uld be rientatedappr ximately n rtheast/s uthwest (aligned withthe prevailing wind) and separated by at least 150oin azimuth. S me helic pters require the wind tbe within 30o f their appr ach heading, s thegreater the number and width f c rrid rs, the

greater the utility f the helipad. The inner ends f the c rrid rs start at the uter edge f the landing pad and are n t less than 30 m wide. B th sides f the corridors diverge laterally by 15% (9o) ut t a

distance f up t 500 m; thereafter they c ntinue with parallel sides t a t tal distance fr m thehelipad f 1875 m, in which length a turn f up t120o is permitted. The base f the c rrid rs sl pesupwards at 8% (4.8o). T increase safety and utility,it is desirable t have a 30 m-wide area under eachc rrid r cleared f hard bstacles f r the first200 m in the directi n f the c rrid r and inthe pp site directi n. Figure 2 depicts thespecificati ns in this paragraph.

Access

4.11 The tr lley access track requirements f r sites insmall areas are the same as th se f r large areas(paragraph 4.6).

Visual aids

Paint markings

4.12 A white cr ss must be painted in the centre f thelanding p int in large areas and the helipad in smallareas. The cr ss must c mprise tw verlapping

stripes, each 3 m by 9 m, with ne f the stripesaligned with the centre f the helic pter appr achc rrid r cl sest t a s uthwest/n rtheast

rientati n. There must be a red H at the centre f

Figure 1 Diagram of a large site and markings

H

S uthwestrientati n

Access track Landing p int

(18 m diameter circle) Aiming p int

(9 m-sided triangle)

B undary markersif the b undary isn t self-evident

200 mr greater

30 m rgreater


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12

H

C rrid r base, rising at 8%, 4.8 from the

helipad edge

8%, 4.8

Clear f pe pleand light bstacles

within 30 m f thehelipad

1875 m

Up t500 m

At least tw c rrid rsclear f bstacles

Side view:

Plan view:

30 m

9

Figure 2 Obstacle-free corridors for helicopter approaches and departures

the cr ss, 3 m high and 1.8 m wide with 0.4 m line

widths; the uprights f the H must be parallel tthe line f the white cr ss which is nearest t a s uthwest/n rtheast rientati n. A white perimeterline, 30 cm in width, must be painted just insidethe uter edge f the pad. F r helipads in smallareas, a yell w circle with a 0.5 m line width mustbe painted with its inner circumference justabutting the tips f the white cr ss. All thesemarkings must be applied in n n-slip paint. The

wh le surface must be kept free f l se items suchas gravel, s il, twigs and litter, and c ntaminantsthat might reduce the n n-skid qualities.

Wind indication

4.13 A winds ck must be erected t indicate the surface wind in the area f the t uchd wn p int; this may need t be small and carefully p siti ned s that itd es n t intrude int the bstacle-free areas. F ra large site, a sec nd winds ck t ne side f the

pen area is valuable f r indicating the area wind.

Lighting for night operations

Lighting to guide approaching helicopters4.14 A l cating beac n, appr ach lights, and visual

alignment and appr ach sl pe indicat rs may be

necessary in certain circumstances, such as where a

pil t might have difficulty identifying the helipaddue t surr unding lights, where a preferredappr ach directi n r appr ach sl pe needs t beindicated, r where there is a lack f visual surfaceclues.

Boundary lights

4.15 At sites in large areas (which exceed 200 m inlength) where the extent f the area is n t self-evident, CAA-appr ved white mnidirecti nallights must be placed by each white b undary

marker (paragraph 4.3).Aiming point lights

4.16 The white aiming p int triangle(paragraph 4.4)must include six l w-level mni-directi nal lights,

ne at each c rner and ne at the centre f eachside f the triangle (see Figure 3).

Helipad lights

4.17 At large sites, an 18 m circular landing p intrequires 18 green blister lights laid in a hexag n

fitted tightly ar und the pad. There must be a lightat each f the six c rners and tw thers equally spaced (at ab ut 3.4 m) al ng each straight line(see Figure 4).


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13

Figure 3 The aiming triangle with lights

Figure 4 The landing point in a large area with lights

3 m

3 m

3 m

0.4 m

White cr ss

Red H3 m high1.8 m wide

Greenblisterlights

18 mdiameter

9 m

Whitemnidirecti nal

lights

4.18 F r a 25 m-sided square pad ( r a 35.4 m circlec ntaining it) in small areas, there must be 24 greenblister lights laid in f ur straight lines ar und and

within 1.5 m f the edge f the square; there mustbe a light at each c rner and five thers equally spaced (at less than 5 m intervals) al ng each side(see Figure 5). All helipad lighting structures must

be kept l w, preferably inset, and certainly less than25 cm in height, b th t prevent creating bstaclest aircraft and tripping hazards, and because flush-

m unted lights are m re difficult t vandalise.F ll wing CAA studies, existing lit helipads mustchange t green perimeter lights by 1 January 2009.


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14

Windsock illumination

4.19 The winds ck must be illuminated either by aninternal light r by d wnward-facing fl dlighting,

which is m re c nspicu us but must n t dazzlepil ts n appr ach r n the helipad.

Obstacle illumination

4.20 Obstacles such as trees, buildings, masts andchimneys (that present a danger t the helic pter)must carry a light r be fl dlit, but this lighting must n t dazzle pil ts.

Access track lighting

4.21 Any lighting f r the tr lley access track sh uld be atgr und level r sh uld be less than 25 cm high andp int d wnwards within 30 m f the pad.

Switching

4.22 All lighting sh uld be perated by a single switchnear the helipad s that n c mp nent can bef rg tten by gr und staff.

Security4.23 It is imp rtant that the security and safety f the

helic pter and the pad be c nsidered in rder

t av id air and gr und accidents. The 30 md wnwash z ne sh uld be marked by fencing

where it d es n t c nstitute an bstacle t thehelic pter, and by signs elsewhere, t st p pe pleencr aching. It may be necessary t st p traffic nr ads which cr ss the z ne, and the h spital risk assessment might require ne r m re members f staff t be present t p lice all m vements.

M a l c o

l m C o e , C

o n s u

l t a v i a

L t d

A windsock illuminated by downward-facing floodlights

Figure 5 The landing pad in a small area with lights

Yell w line0.5 m wide

Greenperimeter

lights


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15

5.1 ICAO Annex 14 defines an elevated (r ft p)helipad as ne built n a raised structure n land,and JAR-OPS 3 further defines it as being at least3 m ab ve the surr unding surface. Helic pterstaking ff fr m elevated helipads must have twengines. If ne fails at a critical m ment, the

helic pter must be able either t land back n thehelipad r t c ntinue the take- ff n ne engineand fly away, clearing the helipad structure andthereafter clearing bstacles under the flightpath by a vertical margin f at least 35 ft.

Similarities to a ground-level site5.2 In c mm n with gr und-level sites in small areas,

elevated sites sh uld c ntain a rectangle with sidesat least 25 m l ng ( r a circle at least 35.4 m indiameter) t acc mm date all helic pter typeslikely t make use f the facility. They als require:

a skid- and er si n-resistant n n-tarmac surface with a maximum 2% (1.2o) sl pe fr m thecentre t disperse rainwater;

at least tw bstacle-free c rrid rs with the sameseparati n, dimensi ns and rientati n as a gr und-level site(paragraph 4.10);

visual aids with the dimensi ns, l cati n,quality and rientati n specified f r small area helipads in paragraphs 4.124.13;

a l cating beac n, appr ach lights, and visualalignment and/ r appr ach sl pe guidancesystems if the criteria f r them n gr und-levelsites apply (paragraph 4.14). A lit aiming p intis n t required, and perimeter and helipad lightsare described bel w (paragraph 5.16);

warning lights r fl dlighting f the winds ck and all bstacles which present a danger t thehelic pter, and lighting f r the tr lley accesstrack (paragraphs 4.194.21).

Structural design5.3 The structural design criteria are given in detail in

the ICAO Helip rt Manual that acc mpaniesICAO Annex 14. In summary, the pad must bedesigned f r the maximum weight f the heaviesttype f helic pter anticipated t use the pad in the

w rse f tw c nditi ns: when the helic pter islanding and when it is at rest.

Design criteria helicopter landing

5.4 The design l ad f r landing helic pters must takeacc unt f:

the dynamic load due to impact at touchdown: the m st severe case is anemergency t uchd wn, with a partial safety fact r f 1.66 applied t the n rmal impact

l ad f 1.5 times the maximum weight f thehelic pter;

sympathetic response: the average structuralresp nse fact r f 1.3 must be used indetermining the ultimate design l ad;

overall superimposed load: an all wance f 0.5 kN per m2 must be included f r thercauses f l ading, including the fire crew and

ther pe ple, sn w, freight and any equipmentused n the helipad;

lateral load on the platform supports: thesupp rts f the platf rm must be designedt resist a h riz ntal p int l ad equivalent t0.5 times the maximum weight f the helic ptert gether with a specified wind l ading, appliedin the directi n which will pr vide the greaterbending m ments;

dead load of the structure: the partial safety fact r f r the dead l ad must be 1.4;

punching shear: the pad must withstand thepunching shear f the helic pters weight spreadbetween tw c ntact areas, each 64.5 mm 1000 mm.

5 Elevated (rooftop) landing sites


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16

Design criteria helicopter at rest

5.5 The design l ad f r helic pters at rest must takeacc unt f:

the dead load of the helicopter: each structuralelement must be designed t carry a p int l ad

f 45.0 kN f r helic pters up t 9 t and 67 kNf r helic pters up t 13.5 t fr m tw main

wheels r skids a specified distance apart,applied simultane usly n any p siti n withinthe landing area;

overall superimposed load and dead load:in additi n t wheel l ads, the all wance f r

verall superimp sed and dead l ads given f rlanding helic pters must be included in thedesign.

Summary of structural design criteria

5.6 F r helic pters up t 9 t in maximum weight,the p int l ad w uld be 45 kN f r each f tw

wheels separated by 2.5 m, the superimp sedl ad f landing w uld be 0.5 kN/m2, and thesuperimp sed l ad f a helic pter at rest w uldbe 2.5 kN/m 2. F r helic pters up t 13.5 t inmaximum weight, the p int l ad w uld be 67 kNf r each f tw wheels separated by 3 m, thesuperimp sed l ad f landing w uld be 0.5 kN/m2, and the superimp sed l ad f a helic pter atrest w uld be 3.0 kN/m2.

Surface structure

5.7 The surface f the pad can be an integral part f the r f f the building, but in the unlikely eventthat structural alterati ns are required (such asthe additi n r repair f inset lighting), the w rk may affect the buildings waterpr fing. As analternative, the helipad can be built as a metal deck ab ve the r f level. This may be necessary n tall,slab-sided buildings where the wind can pr ducesevere turbulence as it rises ver the building; a padbuilt at least 3 m ab ve the r f n a metal raftsupp rted by steel framing all ws the turbulent airt fl w under the pad, leaving the helic pter tland in relatively sm th air n the helipad. Thisrequires less p wer, reduces risk, and causes lessdistress t patients in the helic pter. The landing area must be sealed s that any fluids can run nly into the drains, and the 2% (1.2o) sl pe f r

drainage must be retained under the weight f thehelic pter.

Drainage5.8 Fire-resistant guttering is required ar und the

perimeter f the helipad t carry rainwater, spilt

(and p ssibly burning) fuel and fire-fighting media int the drainage system and prevent it falling ntthe building bel w. Under n rmal c nditi ns,precipitati n and d mestic water dep sited n thehelipad sh uld be directed int the f ul watersewage system. In the event f a fire, a valve sh ulddivert aircraft fuel, fire-fighting media, and all

ther fluids t an il/water separat r. The capacity f the separat r sh uld be 3300 L f r helic pters

up t 15 m in verall length (ambulancehelic pters), t accept 700 L f fuel, 2500 L f fireextinguishant, and rain r melted sn w. Thecapacity f the separat r f r larger helic pterssh uld be 8100 L (3000 L f fuel, 5000 L f extinguishant, and rain r melted sn w). Thed wn-pipes must be fire-resistant and sh uldinclude a system t exclude air (sufficient textinguish burning fuel).

Landing area requirements5.9 An elevated landing site als requires the f ll wing

items.

Tie-down points

5.10 Tie-d wn p ints sh uld be recessed int the surfacef the helipad t secure a helic pter against str ng

winds in the event that it must remain n the padf r an extended peri d, f r example if it bec mesunserviceable and requires repair bef re flying ff.Each p int sh uld withstand the pull f a str ng

wind acting n the slab side f a helic pter. Itsh uld c mprise a metal bar m unted acr ss a cupand let int the surface, and sh uld be f a size taccept standard ratchet str ps. Six tie-d wn p intssh uld be arranged equidistantly ar und the innercircumference f the yell w circle which surr undsthe white cr ss.

Safety netting

5.11 Deck edge safety netting must be installed t catchand retain a falling pers n, and must theref repr duce a hamm ck rather than a tramp lineeffect. It must extend utwards t 1.5 m ar und allareas where there is a sheer dr p fr m the edge f the helipad and its access stairs and ramps. Thenetting must be f a n n-flammable material,typically either p lypr pylene r pe r plastic-c ated wire; wire c rr des but p lypr pylene


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Figure 6 Typical details of preferred fixings for wire mesh (or equivalent) deck-edge safety net panels

weakens in UV light. Wire mesh sh uld be securedas sh wn in Figure 6, with the wire tails turnedback t ensure mesh integrity is fully maintained.P lypr pylene netting sh uld be supp rted n allsides f each panel, with a substantial stainless steel

wire threaded thr ugh the net mesh.

5.12 The netting sh uld either be wrapped r tied t thesupp rt wire at appr ximately 100 mm intervals.On new helipads, the inb ard edge f the netting must be m unted bel w the level f the helipadedge and the net angled up n t m re than 10 ; the

uter edge must n t be ab ve the level f the pad.Until 2008 n existing helipads, the inb ard edge

f the netting can be m unted level with r justbel w the level f the helipad edge and the net canbe angled up at n t m re than 10o; the uter edgemust n t be higher than a line rising at 5o fr m a p int 25 cm high at the edge f the helipad.Supp rting bars must be bel w the netting treduce injury t a falling pers n. All netting deteri rates and requires r utine inspecti n andreplacement as specified in CAA Safety Regulati nGr up letter 10A/253/5 dated 16 February 2006(t be inc rp rated in Civil Aviati n Publicati n437, Offsh re Helic pter Landing Areas Guidance n Standards (CAP437)).

Additional visual aids5.13 In additi n t the winds ck and the markings listed

f r helipads in small areas at paragraphs 4.124.13,the f ll wing markings must als be painted n the

helipad in n n-slip paint f a c ntrasting c l ur tthat f the pad surface.

Hospital name

5.14 The name f the h spital must appear in letters atleast 1.2 m high.

Allowable weight

5.15 The maximum all wable mass in t nnes must be written as tw digits and a small t (f r example5.5 t), preferably rientated t be legible by a helic pter appr aching n a heading f s uthwest.The inscripti n sh uld describe the strength f the helipad, n t the weight f the l cal ambulancehelic pter. The inscripti n must be in letters 1.5 mhigh with 20 cm line widths; additi nal dimensi nsare available in ICAO Annex 14.

Helipad lighting5.16 The helipad must be lit by:

mni-directi nal green lights in straight lines ff each side f the helipad but within 1.5 m f theperimeter. The lights must n t pr ject m rethan 25 cm ab ve the helipad, and the lights urces must n t be visible fr m bel w thehelipad level. There must be ne light at eachc rner and thers evenly spaced in between atintervals f n t m re than 3 m. Existing lit

helipads shall display green perimeter lights by 1 January 2009;

Stainless steel banding atappr x 150 mm spacing

Small gap between net panels(may als need t acc mm dateNDB L p Aerial supp rt system)

50 mm Grade A PlasticC ated Wire Mesh requivalent

15 3 mm steelstretcher bar

threaded thr ugh mesh

Secti n f netpanel frame

DO NOT SCALE


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f ur l w-level (25 cm) Xen n fl dlights tilluminate the landing surface, well-shielded sas n t t dazzle pil ts.

Access to and from the landing area

Ramps and stairs

5.17 The helipad must have a minimum f tw accessp ints at pp site sides r c rners. The m st

efficient and fail-safe means f m ving patients ntr lleys t and fr m an elevated site is by a rampdescending t a level where the tr lley can enter thebuilding. The sl pe f the ramp sh uld be 1:20 rflatter wherever p ssible (paragraph 4.6). The rampsh uld include a landing 1 m bel w the level f thehelipad n which the RFFS pers nnel can stand

with their fire-fighting equipment t bserve thearrival and departure f helic pters. It is preferableif the ramp runs away fr m the building t distancethe RFFS pers nnel fr m a crash, and als tpr vide a walkway ar und the building bel w helipad height in case they need t appr achthe fire fr m the pp site side. Tw ramps arepreferred, but ne ramp and ne staircase, b th

wide en ugh f r a tr lley r stretcher andattendants, are acceptable.

Lifts

5.18 It may be p ssible t pr vide a dedicated lift f raccess directly fr m the helipad n a very large r f,but the lift h using will c nstitute an bstacle. Itsh uld n t be near t the helipad and must n tc mpr mise the required helic pter appr achc rrid rs. Where it is n t p ssible t have a

R o b e r

t D a v e y , E

s t a t e s

P r o j e c

t M a n g e r ,

H e a r t o f

E n g l a n

d N H S F o u n

d a t i o n

T r u s

t

Green perimeter and xenon floodlights on an elevated helipad at Birmingham Heartlands Hospital

Ramp access to an elevated helipad M a l c o

l m C o e , C

o n s u

l t a v i a

L t d


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dedicated lift, there sh uld be an verride facility t all w RFFS staff t take c ntr l f the lift. Thepublic sh uld n t be able t use the lift t accessthe helipad area. The presence f a lift will n trem ve the requirement f r tw access p ints by stairs and ramps. Als , the risk f p ssible liftfailure at a critical m ment sh uld be addressed.

Personnel safety

5.19 Handrails must n t pr trude m re than 25 cmab ve the helipad when the helic pter isappr aching and departing. It may theref re benecessary t pr tect all edges by extending thesafety netting ar und the ramps and staircases untiltheir level is sufficiently bel w the helipad t all w the pr visi n f fixed handrails.

RFFS facilities5.20 The general RFFS requirements are listed in ICAO

Annex 14, and the specific CAA requirements arein CAA FODCOM 24/2005. These specify thestandards f r helic pters with an verall length upt 15 m (termed H1, which includes all currentambulance helic pters) and f r th se which are 15t 24 m (H2, which c vers SAR helic pters). TheFODCOM als requires the perat r t undertakea risk analysis t justify the scale f RFFS facilitiesand standards, but this is unlikely t increase thespecificati n ab ve the f ll wing.

Foam

5.21 F r H1 helic pters landing at elevated sites, theminimum requirement is a single, manned h seline with n zzle/branch pipe, capable f delivering f am in a jet spray/aspirated pattern at 250 L/minf r 10 min. H wever, a sec nd system is usually needed f r several reas ns: inevitable delays will beincurred when evacuating an imm bile patient inthe event f a fire; the single f am spray c uld bedestr yed in the crash; and the system must c verthe wh le area f the helipad in f am in any windc nditi n. Theref re the rec mmended minimumis tw f am jets l cated at pp site sides r c rners

f the pad, each capable f delivering f am in a jetspray/aspirated pattern at 250 L/min f r 10 min.One c uld be an aut matic f am m nit r, a device

which sprays f am in an scillating pattern nceactivated. F r H2 helic pters, tw f am sprays

at diametrically pp site p siti ns n the padperimeter are mandated, each capable f a dischargerate f 500 L/min f r 10 min.

Water

5.22 The water f r extinguishing and f r making f amcan c me fr m a pressurised main supply pr vided

that the delivery pipe is n t n the utside f thebuilding where it c uld be destr yed in a helic ptercrash. Alternatively it can be supplied fr m tanksimmediately bel w the helipad level (2500 L f rH1, 5000 L f r H2), pressurised by an inert gas tpr pel the water t the n zzles when activated. Thesystem will als require small tanks f r the f amc ncentrate. A manned h se is imp rtant f r

washing the helipad surface t rem ve r utine dirtand bird dr ppings in rder t retain the fricti ncharacteristics f the surface.

Complementary fire-fighting agents5.23 In additi n t the f am, 45 kg f dry p wder

(c mpatible with the f am) r hal n r 90 kg f CO2 must als be available and p rtable f r

c nveying up the access stairs r ramp t thehelipad. Where the main c mplementary agent isdry p wder, an additi nal 9 kg f hal n r 18 kg f CO 2 must be available t fight engine fires. Wherethe main c mplementary agent is gase us, anadditi nal 9 kg dry p wder must be available f rrunning fuel fires. These am unts are the same f rb th H1 and H2.

Rescue personnel

5.24 The minimum f tw trained RFFS pers nnel f rH1 sites (three f r H2) must wear full pr tectiveequipment (helmet with flash h d, tunic, tr users,gl ves and b ts). They must resp nd t anaccident in c nsiderably less than tw minutes,

wearing their pers nal pr tective equipment; theinitial resp nse will include warning the h spital,s a teleph ne sh uld be readily available.Respirat ry pr tective equipment must als beavailable t pr tect fr m the fumes fr m m dernhelic pters, which are c nstructed using c mp sitematerials. At many h spitals, the RFFS pers nnel

will be required n average less than nce per day f r less than 30 minutes. They c uld be empl yedspecifically f r the duty, drawn fr m a r ster f h spital staff wh can leave their n rmal j bs f rthe required peri ds, r pr vided by the mainhelic pter perat r under c ntract r by a thirdparty which pr vides specialist aviati n-trained

manp wer. The physical fitness f RFFS staff willneed t be c nsidered when selecting pers nnel tcarry ut this r le. H spitals c uld c nsider asking


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existing staff wh have current r previ usexperience as retained fire-fighters.

Rescue equipment

5.25 F r b th H1 and H2, each RFSS crew membermust have ne harness knife and sheath and a pair

f fire-resistant gl ves. One f each f the f ll wing items f rescue equipment must als be available:

adjustable wrench;

large rescue axe;

60 cm b lt cutters;

105 cm cr wbar;

grab h k;

heavy-duty hacksaw with six spare blades;

1.2 m-sided square fire-resistant blanket;

3 m ladder;

15 m life-line f 50 mm circumference;

side-cutting pliers;

set f ass rted screwdrivers;

general purp se eclipse-type saw;

p wer saw.

Medical equipment

5.26 The f ll wing medical equipment must als beavailable:

Equipment: H1 sites H2 sitesMedical pack with specified c ntents 1 2F il blankets 6 12Stretchers 2 4Resuscitati n p cket mask 1 1

Additional storage

5.27 The rescue and medical equipment, andc mplementary fire-fighting agents sh uld be keptin a weather-pr f st re near the helipad.


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Table 2 Summary of the requirements of ground-level, raised and elevated (rooftop) helipads

Large ground-level sites, at least

200 m long

Small ground-level sites

Raised structuresless than 3 m

above thesurrounds, and mounds

Low elevated structures more

than 3 m abovethe surrounds

Elevated (rooftop)sites

Boundary markers Required if theb undary is n tself-evident

N t required

Aiming point Required N t requiredPad size 18 m circle 25 m sided square r 35.4 m diameter circlePad strength 23 t (1.5 max

weight f largesthelic pter)

38 t (2.5 max weight f largesthelic pter)

Structures:paragraph 5.3. M unds: 38 t(2.5 max weight

f largesthelic pter)

See paragraph 5.3

Surface Paved (n t tarmac), skid- and er si n-resistantSlope of pad


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6 Helipads on raised structures and mounds

23

Large ground-level sites, at least

200 m long

Small ground-level sites

Raised structuresless than 3 m

above thesurrounds, and mounds

Low elevated structures more

than 3 m abovethe surrounds

Elevated (rooftop)sites

Deck edge safety netting

N t required P ssibly nstructures, unlikely

n m unds

Required

Hospital nameand max weight markings

N t required Required

RFFS If required by trust risk assessment N t if a fire enginec uld c ver the padarea

Required

Table 2 (contd)


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Requirement 7.1 At present, it is n t usual f r h spital helipads t

have their wn fuelling service. The service isimp rtant nly if the helipad is the n rmal

perating base f r the helic pter, r the helic pteris r utinely used t transfer patients t h spitals

ver 100 miles away at night when thepp rtunities f r refuelling at airfields are limited.

A refuelling facility is n t necessary f r visiting HEMS helic pters, alth ugh it c uld reduce flying h urs (by saving the time required t fly ff tan ther l cati n t refuel bef re undertaking thenext task), thereby cutting the flying c sts.

Safety and security7.2 The helic pter perat r bears the resp nsibility

f r the quality and quantity f fuel taken n by its helic pters, and will specify pr cedures f rimplementati n by a trained refuelling system

perat r. The training includes safety, handling,testing, and delivering fuel and the maintenance

f fuel samples and rec rds. The refuelling systemperat r c uld be drawn fr m the same s urces as

RFFS pers nnel(paragraph 5.24). The principalsafety c nsiderati ns f r a refuelling facility are set

ut in the f ll wing paragraphs.

Fuel quality

7.3 The aviati n fuel used by air ambulances has a flashp int greater than 38oC. Igniti n by sparking is m st unlikely, and the fumes are n t n xi us,but it must be st red and handled in acc rdance

with instructi ns f r hazard us g ds and therelevant Material Safety Data Sheet. It has a shelf life, s st rage capacity and rate f use sh uld bematched t prevent the need t disp se f ldst ck. Keeping a st ck f r emergency use nly is anexpensive pti n.

Spillage protection

7.4 Fuel tanks and b wsers must be either d uble-skinned r parked in a bunded area t preventleaking fuel fr m entering l cal water-c urses.

Contamination and theft

7.5 Security measures sh uld be implemented tprevent the accidental r malici us c ntaminati n

f the fuel; its quality is vital t the safety f thehelic pter. It sh uld als be pr tected fr m theftand misappr priati n f r use as diesel r centralheating il.

Equipment options7.6 A fuel facility includes st rage and pumping

equipment; f r raised and elevated sites, the st rage

can be at gr und level pr vided that the pump isable t deliver fuel t the height f the helipad.The st rage pti ns are set ut in the f ll wing paragraphs.

Drums

7.7 Fuel is available in 205 L drums; small helic ptersburn ab ut 1 drums per flight h ur, and large

nes ab ut three. St cking fuel in drums is n trec mmended because f the pr blems f st rage,m vement, c st (it is much m re expensive than

bulk fuel and part-used drums must be rejected),and the difficulty f guaranteeing the quality.

Palletted tanks

7.8 Fuel is available in plastic tanks m unted npallets. Individually, these c ntain larger quantitiesthan drums but suffer similar drawbacks, exceptthat fuel in a part-used tank can be issuedsubsequently.

Road bowser or trailer-mounted tank

7.9 A dedicated aviati n fuel b wser fit t traveln public r ads (a clearance which may n t be

necessary if it is refilled and maintained n site) r

7 Refuelling


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7 Refuelling

25

a fuel trailer ffer greater m bility and flexibility than tanks and drums. They can be h used nearby and driven/t wed cl se t the helipad whenrequired.

Dedicated tank

7.10 The m st expensive pti n t install is a dedicatedtank with a fuel delivery h se that can reach thehelipad. H wever, it ffers the l west running c stsand is the best pti n if fuel is required frequently.

A bulk st rage facility has VAT implicati ns: itmust be cleared f r use by HM Revenue andCust ms and w uld be subject t rand minspecti n; the fuel sh uld be acc unted f rscrupul usly.


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Elevated sites and raised sites above3 m8.1 Male and female RFFS pers nnel will each need

heated c vered spaces cl se t the helipad t st re,lay ut and put n their pr tective equipment

quickly. There sh uld als be a t ilet, sh wer andkitchenette if they are expected t spend l ng peri ds n the helipad. The kitchenette c uld bed ubled up as an area that c uld c ntain flightrec rds. A space sh uld als be identified near thehelipad where a dedicated patient tr lley can best red securely s that ne is always available.

Helicopter base facilities8.2 Air ambulance helic pters are n rmally based at a

l cati n central t the area they c ver, and are n tlikely t be based at a h spital. H wever, s me city-centre h spitals, where the rec very f accidentvictims may be severely delayed by l cal trafficc nditi ns, may regard a HEMS helic pter asintegral t their pre-h spital care system. They may require a helic pter t be based at the h spital,

either permanently r m re likely during daylighth urs, in which case additi nal facilities will benecessary. Basing a helic pter at a main trauma h spital in an area sh uld als reduce flying times(and theref re c st) because m st flights will f ll w a direct path ut t the incident and back t the

h spital.8.3 In additi n t the helipad, helic pter bases require

an perati ns r m with teleph nes and internetaccess f r flight planning, a crew r m/staff r m

with kitchenette, changing r ms, t ilets, a medicalst re, and a sluice r m. If the base is t be used f rthe regular training f paramedics and d ct rsin the medical and aviati n aspects f HEMS

perati ns, additi nal ffices and training r msand facilities w uld be required.

8.4 F r permanently-based helic pters, a small aircrafthangar will impr ve the security and serviceability

f the helic pter, and pr vide the c nditi ns f rmin r technical tasks t be undertaken n site.Small ambulance helic pters require a hangar withd rs that pr vide an pening at least 12 m wideand 4 m high, and with an interi r length f ab ut15 m.

8 Support facilities


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9.1 NHS Emergency Planning Guidance is available at www.dh.g v.uk/emergencyplanning . The Guidancedescribes a set f general principles f r all NHS

rganisati ns in devel ping their ability t resp ndt a maj r incident r incidents and t managerec very whether the incident r incidents has/have

effects l cally, regi nally, r nati nally, withinthe c ntext f the requirements f the CivilC ntingencies Act 2004. This includes guidance

n the c mmand, c ntr l and c rdinati n f emergencies at l cal, regi nal and nati nal levels.

All pr cesses and systems devel ped by NHSrganisati ns regarding the triaging, transp rt,

recepti n, and/ r transfer f patients including thedepl yment f air assets and the use f h spitalhelipads sh uld be made in the c ntext f theprevailing Guidance. Health Building N te 00-07 Resilience planning f r the healthcare estate may als be relevant. This publicati n gives guidance ndevel ping NHS facilities that are resilient t a range f threats and hazards.

9 NHS emergency planning guidance
http://www.dh.gov.uk/emergencyplanninghttp://www.dh.gov.uk/emergencyplanninghttp://www.dh.gov.uk/emergencyplanning


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Aviation risk assessment 10.1 Trusts sh uld include specific risks created by

helic pters using the h spital helipad in theirverall site risk assessments. An independent

c nsultant r the perat r f the ambulancehelic pter c uld pr vide analysis f general aviati nand site-specific risks.

10.2 Overall, the acceptable quantitative pr bability f a safety ccurrence f r helic pters is less than

5 108 per flight h ur (defined as extremely rem te). This is achieved by addressing safety atall stages including the design and airw rthiness f the helic pter, its maintenance and perati n, thetraining f all pers nnel inv lved, and internal andexternal auditing f safety pr cesses.

10.3 All safety-critical helic pter systems exceptthe r t r and p wer transmissi n systemsare duplicated. The ccurrence f a r t r rtransmissi n failure is classified as hazard us tcatastr phic, but the pr bability is rem te (105 t 107). In additi n, the pr bability f an eventaffecting a trust is further reduced because f thesmall pr p rti n f each flight h ur spent ver thetrusts estate. The p ssibility f an engine failure isacc unted f r at every stage f flight. Appr vedtake- ff and landing pr files are mandated which,in the event f failure f ne f the engines, enable

the helic pter t land safely r fly away safely t a larger landing area where single-engine (l w-p wer)techniques can be used t land safely.

10.4 In summary, while the effect f a helic pteraccident w uld be significant, the likelih d isextremely rem te.

Risk management 10.5 A trust with a helipad sh uld manage the facility

and its risks by means f a Helipad Operati nsManual written specifically f r the l cal c nditi nsand criteria, and sh uld audit the helipad r utinely f r c mpliance with the Manual. It sh uld includesecti ns c vering the f ll wing matters.

Introduction

10.6 This sh uld include the purp se, c ntr l anddistributi n f the Manual.

Technical administration

10.7 The f ll wing technical administrati n isrec mmended:

the names, status, c ntact details andresp nsibilities f the Helipad Quality Managersand their deputies, and the helipad perating staff;

the Safety Managem

emergency care - hospital heli pads

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