As I read the following, this does not make any remark to 'one off' landings but only to permanent heliports. I do recall that the Radison in Galway was classed as an elevated heliport durring the races, but the Abbeyglen is not, nore would the top tee box in the Glenlo Abbey? Are these are elevated and congested?
Extracts from OAM 08/00
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.
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).
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.