2. International Standards and Recommended Practices
"Recommended" is not an imperative where I come from.
ICAO Contracting States are required to notify ICAO of any differences
between their national regulations and practices and ICAO SARPS.
ICAO plainly expects some variations from their rules.
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.
Isn't there a difference between known, provable risks and their "perceived risk" concept?
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.
How many RFM's set forth Helipad dimensions? Does a Privately owned and operated helicopter have an OPS Manual?
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.
Why pray tell does every helicopter pilot have to receive training on each helipad they are going to operate from? Does each pilot have to be "checked" by the IAA? If so that is simply ridiculous!
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.
No problem with that.
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.
Who determines qualifications for a consultant? Why is a "consultant" required? Could not a layman interpret the rules and regs and related information and plan his own helipad without the need for a "consultant"? Sounds like a "make work" situation similar to private owners having to employ an engineering agent to oversee maintenance on a private aircraft.