I know Aberdeen have specific Helicopter procedures. Equally, Lossiemouth publish specific routes through the CMATZ, which allow helos to depart and recover from the thresholds of the out of use runways. The routes are flown at 500ft on the QFE and the helos must be VFR. FW join at 1000ft QFE and CTT at that height. Providing the helos remain away from the immediate app and climbout lanes of the main runway, the 2 sets of procedures integrate very well. The phraseology used by the APP controller instructs the helo to join iaw the special procedures reporting the MATZ boundary at a specified point level at 500ft. The Twr controller will then instruct the helo to join for the relevant threshold stipulating the main runway in use and the amount of circuit traffic. When departing, helos taxi for the appropriate threshold and depart once again iaw the laid down routes, these deconflict with FW climbout and recovery lanes. A deemable squawk is applied to the helo and FW IFR departures continue based on the known track and heights of all ac involved. If a helo wants to depart IFR it lines up on the main runway and is given take off clearance that conforms with a SID, we all then wait for half an hour while it poodles out of the climbout lane.