Page 338 - UK Air Operations Regulations 201121

Part CAT - ANNEX IV - Commercial Air Transport Operations

mentally mapped; or, on take-off re- landing in the case of an engine
failure might not be an option.
Under these circumstances, the commander might adjust the profiles to
address a hazard more serious or more likely than that presented by an
engine failure.
It is because of these and other (unforeseen) circumstances that a
prescriptive requirement is not used. However, the target remains a 15ft
deckedge clearance and a 35ft obstacle clearance and data should be
provided such that, where practically possible, these clearances can be
planned.
As accident/incident history indicates that the main hazard is collision with
obstacles on the helideck due to human error, simple and reproducible
takeoff and landing procedures are recommended.
In view of the reasons stated above, the future requirement for PC1 was
replaced by the new requirement that the takeoff mass takes into account:
- the procedure;
- deckedge miss; and
- drop down appropriate to the height of the helideck.
This will require calculation of takeoff mass from information produced by
manufacturers reflecting these elements. It is expected that such information
will be produced by performance modelling/simulation using a model
validated through limited flight testing.
(iii) Operations to helidecks for helicopters with a maximum operational
passenger seating configuration (MOPSC) of more than 19
The original requirement for operations of helicopters with an MOPSC of
more than 19 was PC1 (as set out in CAT.POL.H.100(b)(2)).
However, when operating to helidecks, the problems enumerated in (g)(4)(ii)
above are equally applicable to these helicopters. In view of this, but taking
into account that increased numbers are (potentially) being carried, such
operations are permitted in PC2 (CAT.POL.H.100(b)(2)) but, in all helideck
environments (both hostile and nonhostile), have to satisfy, the additional
requirements, set out in (g)(4)(ii) above.

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