eurocopter beans,
It is not intuitively clear to me what are your objectives; you are clearly not operating in Commercial Air Transport (CAT) in Europe under JAR-OPS otherwise PC1 would be mandatory in a Congested Hostile Environment (that part of a congested area without a safe-forced-landing area). There are exceptions of course but they would primarily be available to HEMS flights and be subject to additional approval (part of which is the provision of the very charts you are requesting).
I am not an expert at the provision of approach/departure plates but I am aware of the Standards of ICAO. PC1 cannot be flown without a heliport being surveyed; flying within a CAT A procedures bestows no protection on the flight unless obstacle clearance has been established (in which case it is PC1).
Annex 14 requires that a heliport establishes 'Declared distances":
Declared distances — heliports.
a) Take-off distance available (TODAH). The length of the FATO plus the length of helicopter clearway (if provided) declared available and suitable for helicopters to complete the take-off.
b) Rejected take-off distance available (RTODAH). The length of the FATO declared available and suitable for helicopters operated in performance class 1 to complete a rejected take-off.
c) Landing distance available (LDAH). The length of the FATO plus any additional area declared available and suitable for helicopters to complete the landing manoeuvre from a defined height.
Notwithstanding Annex 14, Annex 6 Part III and JAR-OPS prescribe a minimum size of heliport - these specify a minimum clear area of 1.5D (greater if so provided in the Flight Manual).
The flight manual (FM) provides: the "Rejected take-off distance"; "Take-off distance required (TODRH)"; and "landing distance". It is for the operator/pilot in planning to ensure that the respective 'distances required' are less that the distances available.
At the end of the take-off distance available (which should be obstacle free) the helicopter will be in a configuration (35ft, Vtoss and positive climb) where climb gradients can be applied (there will be graphs in the FM). Theoretically, provided an obstacle free departure surface angle has been established, it is only a matter of ensuring that the take-off mass will permit that gradient to be achieved (with a miss height of 35ft) to be in PC1.
In practical (and regulatory) terms, if a vertical procedure is used (rearward or sideways climb) to a variable TDP such that (following an engine failure) the min-dip will be 35ft above all obstacles in the continued take-off, the take-off distance available can be ignored. However, it is still necessary to be able to establish TODRH so that the required gradient from that point can be achieved.
It therefore follows that, from TODRH (in distance and height), only the departure angles have to be established - this can be done with relatively simple surveying. If it is found that the departure angle is too demanding to be met within the helicopter's climb gradient, the TDP could be raised - so raising the level from which the climb gradient has to be initiated.
Jim