135;
With that in mind, how about a few pointers from those of us who do this sort of thing for a living to make the scene and the airspace above it as safe as we can?
I'll kick off with:
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Roads - Remember that both carriageways must be shut prior to landing; not just the one you are approaching. The rules state that it must be closed by either the police or highways agency and that you must be able to confirm the closure. If you don't have a TETRA fit in the aircraft, the fire service should be able to relay this info to you from scene although it may take a little longer. The process at rural, remote roads is a little more relaxed but of course comes down to the commanders judgement once overhead scene.
Well, that sounds simple and straight forward enough, although there can be a littler bit more to take into consideration before landing on roads;
http://www.caa.co.uk/docs/33/cap612.pdf
Chapter 10 Guidelines for Landing of Helicopters on Roads
1 Introduction
1.1 Whilst the safety of a helicopter and its passengers remains the responsibility of the Pilot In Command (PIC) the police have overall responsibility for scene management at all land-based incidents and on roads particularly in respect of the control and safety of all road users.
1.2 The aim of these guidelines is to permit helicopter-borne emergency services to fulfil their function with due regard to maintaining a realistic balance of safety.
2 Definitions
a) Roads
A road is a highway (including motorways and dual carriageways) and any other road to which the public has access and includes bridges over which a road passes.
b) Secure
An area where entry by vehicles and persons is prevented and in which the pilot can land safely at his discretion.
c) Congested Areas
In relation to a city, town or settlement, means any area which is substantially used for residential, industrial, commercial or recreational purposes.
3 Guidelines
3.1 Helicopters will not land on a road unless the following requirements can be complied with:
a) Whenever possible the helicopter shall first land adjacent to the road.
b) Where a landing is made on a road it must first be secured by the police (the only exceptions to this are listed in paragraph 3.1 f)).
c) Prior to landing on the road, radio or verbal communication must have taken place with the police (via the other emergency services, Rescue Co-ordination Centres (RCC) or ATC, where necessary) to confirm the road is secure and the pilot has authority to exercise his discretion to land.
d) Minimum amount of time shall be spent on the road by the helicopter sufficient to fulfil its emergency function. If required to shut down, consideration should be given to subsequent failure to start.
e) On a motorway, dual carriageway or two-way road, when the helicopter is landing and taking off, the unaffected carriageway should be closed at all times.
f) A helicopter may only land on a road at an unsecured site where the police are not in attendance when all the following criteria are met:
i) The road shall be in remote rural areas outside congested areas;
ii) There shall be no threat to persons or vehicles on the ground from the
helicopter or its associated presence;
iii) The pilot must satisfy himself that there is no danger to the aircraft from
persons or vehicles on the road;
iv) Only in very exceptional circumstances will this apply to motorways and dual carriageways and then only where criteria set out at Appendix A can be fully complied with;
v) This action may be exercised only when no alternative is available;
vi) Pilots should avoid landing in school or other play grounds or areas where children might be confined or suddenly emerge. The practice of using the aircraft presence or public address system to clear children from a site should not be utilised. Pilots should find an alternative site.
4 Additional Considerations
4.1 Preservation of Evidence
Police officers at the scene and pilots of helicopters must be aware of the effect of rotor downwash on loose articles and debris. This is of particular importance where such articles are crucial evidence and may require further scientific or forensic examination. The preservation of such evidence either in situ or following removal to a safe location must be taken into consideration by police officers at the scene before an aircraft lands.
4.2 Noise Levels
Police officers and other emergency service personnel must be aware that
helicopters generate substantial noise, particularly during landing and take-off and that verbal communication (either personal or radio) may well be affected.
4.3 Danger from Glass
Pilots and emergency service personnel are reminded of the danger of rotor
downwash dislodging broken glass and other loose debris, particularly from damaged buildings, at bomb scene incidents.
4.4 Emergency Service Vehicles
Police officers in charge at a scene should be mindful that Emergency Service
vehicles need to position in close proximity to the incident, particularly the Fire and Ambulance Services, and to be aware that hoses and ancillary equipment (including lighting) could well be affected by rotor downwash. Access to the scene should therefore not be obstructed by the helicopter.
4.5 The CAA will set the requirements for recording landings made by civil aircraft on roads.
5 General Safety
5.1 Emergency Service personnel must be made aware of the dangers of working with helicopters. This should include:
a) rotor downwash and associated flying debris;
b) main and tail rotor blades;
c) hot exhausts and jet efflux;
d) noise; and
e) effects of sloping ground.
Supplement to Chapter 10
Landing at a Site on a Dual Carriageway or Motorway Which has not Been Secured
Guidance to Pilots
A landing shall only be made on a dual carriageway or motorway during daylight hours when all the following criteria can be met. No landing shall ever be made by night.
a) The helicopter shall only remain on the ground for the minimum time needed to disembark passengers and then go airborne again, until the site is secure. The aircraft shall not be shut down or loiter on the ground.
b) The carriageway is blocked and all traffic on the affected carriageway is stopped and unable to proceed along the carriageway or on a normal road.
c) Any reduction of visibility at ground level, due to mist, precipitation, spray, smoke or other effects shall be taken into account to ensure the helicopter can see and be seen in order to avoid any risk of collision with persons, vehicles or structures.
d) The chosen site must be such as to ensure that the effects of rotor downwash do not blow around even light debris at the scene. This should include grit, spilt fuel and large masses of dust or sand. Pilots shall be given minimum distance from a scene which will prevent such disturbance which must allow for the effects of wind and reasonable margins for error in distance judgement.
e) Great caution should be taken during approach, landing and take-off, to monitor the road and its surrounds to ensure previously unseen hazards do not suddenly appear which may create a danger to themselves in the aircraft.
f) Whilst this is not a comprehensive list, it identifies areas which, if addressed, will minimise risk. It may be expanded under locally agreed procedures developed by the emergency services and set out in the operator's Flight Operations Manual. This list of criteria must not be reduced.
g) The pilot must ensure that all reasonable efforts are made to inform the police control room of his intention to land at an unsecured site. This may be done through his own operational controlling agency. Unless locally required, no approval is required to carry out the landing.
I see the good intent of your post 135, but after Bryn's editorial, what makes you think 'they' will start listening to 'us' now?
'A few pointers' that sounds very similar to 'a little knowledge is dangerous'!
However, I'm sure all the relevant issues have been discussed between JP, The Fire & Rescue Services and the CAA, with all relevant exemptions sought.