Kiran Report

STUDY OF HELIPAD ON HIGH-RISE BUILDING

Case Study Of HelipadOn High-rise Buildings

LODHA BELLEZA (Californian living),Kukatpally, Hyderabad.

1


Case Study Of HelipadOn High-rise Buildings

A PROJECT REPORT SubmittedIn partial fulfillment of the requirements

for the award of degree of B. Tech.IN

Civil EngineeringSubmitted By,

V.R.P.KIRAN GOUD - 08GE1A0117.

2


ACKNOWLEDGMENT

The satisfaction and euphoria that accompany successful completion of any task would be incomplete without mentioning the people who made it possible, because success is the epitome of hard work. So with the gratitude, we acknowledge all those whose guidance and encouragement owned our efforts with success. I am highly obliged to our Sr. General Manager MR.KATTIMANI, Lodha Bellezza, Hyderabad for his guidance right from the commencement of the project. I wish to express our deep sense of gratitude to our esteemed H.O.D (Civil Dept.) Mrs. RAGHAVA RANI. for her support, encouragement and valuable suggestions, which went a long way in completion of the project. I express my sincere gratitude to our external guide site engineer MR. JOHN MANOJ PITETE and MR.VARUN for their valuable suggestions and support throughout the project work and I would like to thank each one of Bellezza’s staff of various departments especially the execution team for their positive strokes on us and for providing us with the relevant data and the references, required for the successful completion of the report.

I would like to pay our sincere gratitude to those who have directly or indirectly helped us in successful completion of the project.

3


ABSTRACT

This project titled “Case Study of Helipad on High-Rise Tower” is done at LODHA BELLEZA (Californian living), Hyderabad, as a part of B.E.C Mini-project, we had an opportunity to undergo a 1-month internship program with Lodha Group of Companies on their ongoing project. In this project it has been explicitly discussed the recent trend in technology of high rise structures. Here we made an effort to learn the salient points for design philosophy with steel concrete composite option including particular involvement of structural framing systems along with optimization of structural framing system, Mivan-shuttering which provides the basic idea behind tall buildings. In recent era, for construction of high rise structures, safety and security is much in need. In this paper we discussed the guidelines for practicing safety and security. The proposed cost of the project is estimated to be more than Rs 20 Billions, with 39 and 40 stories, 160m high with only one villa per floor. We geared up for all the activities of the construction, our main activities included planning management, engineering calculations of bar bending schedule, false work and concrete testing, site inspection and other administrative tasks in the Human Resource Dept, Sales dept and Marketing Dept of the company. On the engineering front, we carried out tasks in various key areas, such as structural analysis, construction sequencing, reinforced concrete design, quantity surveying, software such as SAP (PP and MM) Production Planning and Material Management, Which are very essential for a project to be success. I also had an opportunity to visit the construction site, where I inspected and were also exposed to various structural components, construction of reinforced concrete members, Mivan operations and construction sequencing activities such as identifying difficulties in the process of concreting, different grades at the same place. We were also involved with various administrative tasks such as billing works, filing of progress reports, and more of auditing BOQ‟s. Through this opportunity I was not only exposed to project management and administration, but also to the execution works at site, relevant site operations, engineering drawings, Study of design codes, and more importantly teamwork. The most important part of my project is the study on helipad at the site, the design techniques, requirements and other conditions laid by DGCA India, for the helipad on high rise tower. The experience enabled us to grew as an engineer, and has been very positive in bridging the gap between theoretical and practice applications, that has prepared us to expand our horizons in management strategies.

4

STUDY OF HELIPAD ON HIGH-RISE BUILDING CONTENTS

S.NO TITLE PAGE NO.

1. ACKNOWLEDGMENT 03

2. ABSTRACT 04

3. INTRODUCTION 07 Lodha group of companies 09 Project details 10 Infrastructure 11

4. DESIGN REQUIREMENTS 14

5. HELIPAD INTRODUCTION 15 Practical considerations 16

6. DEFINATIONS 19

7. ADVANTAGES AND DRAW BACKS 20

8. PRINCIPLE GUIDELINES AND LEGISLATION 21

9. DESIGN CRITERIA 22 Technical steps to build helipad on towe 26 Typical plans and layout designs drawings 29

10. SURFACE STRUCTURE 35

11. ENGINEERING REQUIREMENTS 39 12. POTENTIAL FLIGHT PATH 40

13. HELIPAD ACESSORIES 42 Lighting 42 Marking on pad 49

5


S.NO TITLE PAGE NO.

14. SAFETY AND SECURITY 52

15. REFUELLING 57

16. HELIPAD MAITAINENCE 58

17. PLANNING MANAGEMENT 60 18. ROLES AND RESPONSIBILITIES OF ENGINEER 62 19. POST CONCRETE DEFECTS 62 20. READY MIX CONCRETE 64 21. TOWER CRANE 65 22. LEARNINGS 66 23. CONCLUSSIONS AND SUGGESIONS 69 24. REFERENCES 71

6


INTRODUCTION

LODHA GROUP: Established in 1980, Lodha Group was started by developer cum politician, Mangal Prabhat Lodha. Lodha Group is India’s premiere real estate developer headquartered in Mumbai, With over 1000 of India’s best and brightest professionals, the group is currently developing in excess of 29 million square feet of prime real estate over 38 projects in and around Mumbai from Nepean Sea Road to Dombivili, making it the largest developer in Mumbai and one of the largest in the country. Lodha Group is one of the leading organizations. Mumbai is fast emerging as a world-class city, modeling itself on the lines of Tokyo and Shanghai. The Lodha group is in its own way contributing to this mission. The Group has created a legacy for generations to come by creating architectural landmarks, delivering luxury lifestyles through innovative solutions, developing locations and setting high quality standards for itself and the industry at large. In 2009, the company emerged as the No 1 unlisted developer in the country, the No 1 developer in Mumbai and the No 1 real estate brand in the city. The group has several innovative first to its credit, be it Lodha Bellissimo – the only Indian residential development to feature amongst the top 1000 landscapes in the world, The Lodha Group has taken 'Luxury' to new heights - beyond majestic air-conditioned lobbies and swimming pools. By benchmarking itself with some of the best in the world, every Lodha project has many things extraordinary to offers the global Indian - fully air-conditioned residences, finest Italian marble flooring, fitted Poggenpohl kitchens, Zen landscaping, car parks, resident spas, Sky gardens and sundecks, open-air cookout areas, green open spaces, hi-tech gyms, world-class facilities, Wi-Fi enabled Business Centers, fingerprint access and motion detector sensors for security, Home Automation Systems with cell phone-operated appliances and much more. Helipad built at lodhha belleza is made by keeping in consideration of the VIPs living in the estates . it is much more usful for the business men and political people like Y.S Jagan, people like who hold there own helicopter.

7

STUDY OF HELIPAD ON HIGH-RISE BUILDING Ongoing construction work at Towers 6A, 6B

8

STUDY OF HELIPAD ON HIGH-RISE BUILDING Lodha Belleza (Californian living)

A New dimension in urban living: Living at Lodha Bellezza, has its share of perks. It has the privacy of its own villa, the lifestyle of a plush resort, the security of a gated community, and the advantage of having like-minded individuals as neighbors, including 'concierge service' on call. Towering above the rapidly- changing skyline of Hyderabad. A new world takes shape that is all set to redefine contemporary urban living. A world where the finest lifestyle features, international facilities and amenities come together to add an entirely new dimension to luxury, comfort, aesthetics and functionality. Lodha belleza is one of the world's largest mixed development projects. Designed to change the very skyline of Hyderabad, Lodha Belleza spreads across awe-inspiring 17.86acres of Pristine land with world-class facilities and contemporary architecture. This Rs. 20,000 crore mega project offers a rich blend of experiences that encompass every conceivable need for modern day living. Lodha Belleza will be a unique world within, with convenient access to homes, premium office spaces, entertainment and leisure at one place. With the South India's tallest residential towers and one of the best Clubhouses in the country, Lodha Belleza will be an address to be aspired for. Breathtaking vistas, landscaped Gardens and high-rise living combine to create an experience that is unique and spectacular. These type of sky scrapers built by keeping the concept of modern life style, for a business class people as it even comprises of helipad on the tower. There are 9 twin tower for which one helipad each is provided.

9


Project details :

Name of the Project: Lodha Belleza.

Client: Lodha Group of Companies.

Type of contract: Labour-contract.

Commencement of project: 02nd-march-2009.

Architects: Vernekar associates Pvt. Ltd., Bangalore

Structural Designing & MEP Consultants: Potential services Pvt. Ltd., Bangalore

Type of site construction: Phase-wise Scheduled.

Construction Technology used: Mivan-Frame work shuttering (M.F.E)

Cost of the Project: Rs.20,000 crs

Land-scaping consultants:

Total Land area: 17.86 Acres

Built-up area: 10 million sft.

Height of the project: Approx 120m (151m from Basement to the terrace).

Contractors: Jain engineers, M.S engineers, Asia engineers.

10


Infrastructure

The Lodha Belleza includes the following infrastructural features that serve people in their mundane life:

7m wide road connecting every Residential towers. Rotary junctions at every deviation from the road. 15m wide road into the building from the main road. P.C.C road with RE (Reinforced Earthen) panels Service roads 1m thick Compound Walls 2MW power supply to the project. Sub-security Stations at each tower and a main station at the entrance. HMWS&SB Water Lines 21 Storm Water Line pits. Lavishly equipped land-scaping facilities. 16m × 50m swimming pool. Fire-fighting force all through-out the towers. Pedestrian entry and area for people to walk around. 5 Ramps on the podium are provided into the basement, for parking slots. Helipad area provided at the top of every building.

11


INFRASTRUCTURE( LAY-OUT ):

12


3 BHK – TYPICAL FLOOR PLAN

13

STUDY OF HELIPAD ON HIGH-RISE BUILDING DESIGN REQUIREMENTS

The design of the Civil, Structural, Architectural, Electrical, And Mechanical and Fire protection works will comply with the requirements of the following;

National Building Code.

The Building Regulations.

Bureau of Indian standard codes.

The Environmental Protection Act in liaison with the Environmental Agency

Indian Electricity Rules (IE) 1956.

Local Electricity Board norms (APSEB/APTRANSCO).

Fire prevention and detection in compliance with the local Fire Regulation.

Any other applicable laws as advised by the client.

14


HELIPAD

Helipad is a common abbreviation for helicopter landing pad, a landing area for helicopters. While helicopters are able to operate on a variety of relatively flat surfaces, a fabricated helipad provides a clearly marked hard surface away from obstacles where a helicopter can safely land.

The word helipad is a portmanteau meaning helicopter landing pad, a landing area for helicopters. Though helicopters can usually land anywhere preferably flat (they can land on quite a slope), a fabricated helipad provides a clearly marked hard surface away from obstacles where a helicopter can land. Helipads are usually constructed out of concrete and are marked with a circle and/or a letter "H", so as to be visible from the air. They may be located at a heliport or airport where fuel, air traffic control, and service facilities for aircraft are available. Usually a helipad does not have fuel and service facilities for aircraft, as a heliport does, and does not maintain a full time air traffic controller. Conversely, a helipad may also be located away from such facilities; for example, helipads are commonly placed on the roof of hospitals to facilitate MEDEVACs. Large ships and oilrigs sometimes have a helipad on board (usually referred to as a helideck), and some businesses maintain a helipad on the roof of their office tower. Helipads are not always constructed out of concrete; sometimes forest fire fighters will construct a temporary helipad out of wood to receive supplies in remote areas. Landing pads may also be constructed in extreme conditions like on frozen ice. The world's highest helipad, built by India, is located in the Siachen Glacier at a height of 21,000 feet (6400 m) above the sea level.

A helipad is not just a circle painted on the ground or a raised rooftop structure. The size of the helipad depends upon the size of the largest helicopter or the size parameters (length, width and weight) of a combination of helicopters that may utilize the helipad. Private helipads on towers are generally constructed of concrete and steel. A ground level helipad may be designed with asphalt but it is not recommended. Asphalt has a tendency to soften during hot summer months with repeated usage. The helipad design includes dimensional, obstruction clearances and load bearing criteria.

15

http://en.wikipedia.org/wiki/Helicopter


Location and Security

Whenever possible helipads are to be located on an elevated surface such as roof tops or high rise car parks. This provides better security for the aircraft, unrestricted approaches for landing and take-off and decreases the noise impact on nearby residences.

The design of these helipads follows the relevant Civil Aviation Code of the country of installation. However, for countries which are signatory to the International Civil Aviation Organization (‘ICAO’), the ICAO Standards and Recommended Practices (SARPs) are usually followed. Relevant documentation here include Annex 14 (Volume II Heliports Third edition July 2009) and the Heliport Manual (9261-AN903-Third Edition 1995) and appendices. These ICAO SARPs prescribe the helipad physical characteristics, obstacle control criteria, visual aids requirements and guidance on elements such as site selection and structural design.

Practical Consideration

AOPL recommends consideration of the following practical issues when planning your elevated helipad

Size of the helipad (discussed above) and connected with which type of helicopter you intend to operate

Loading considerations- more critical for existing buildings than new structures, can the roof columns take the dynamic and static loads from the helicopter

Structural considerations- how will the helipad be supported? A trussed support frame may be best as this can allow reaction loads to go directly into the building columns rather than the roof

Turbulence and placement of helipad- this is a complex topic and cannot be discussed at length here. “Preferably, the helipad should be elevated such there is a clear space of at least 6ft (2m) in height between the pad and the supporting roof. This will prevent additional turbulent flow from being generated and allow more streamline flow over the helipad” (“Evaluating wind flow around buildings on heliport placement”- Federal Aviation Administration, USA, DOT/FAA/PM-84/25)

Fire and safety issues – as discussed above

16

STUDY OF HELIPAD ON HIGH-RISE BUILDINGInstallation of the helipad- a lightweight, pre-fabricated unit is best when working in crowded areas. Installation time can be a fraction of that for an in-situ placement such as concrete.

Maintenance – design for minimal maintenance. This is especially critical when the helipad is cantilevered out of the building top. Again, an aluminium helipad requires virtually no maintenance.

Development Application Approval

Where a landing site or major renovation to an existing landing site is proposed, a Development Application is to be lodged with the Local Council. That Council may also insist on an Environmental Impact Statement being prepared to accompany the Development Application.

The Capital Development Process

The Department of Human Services has a developed a Capital Development Process to assist in the construction or redevelopment of luxury facilities. The decision and rationale for the inclusion of a helipad in the development process occurs during the “Strategic Business Case Phase” and the “Preliminary Business Case Phase”.

If the Service and Business Plans support that a helipad is required, then the feasibility of providing a helipad and flight path protection suitable for Performance Class 1 helicopter operations needs to be studied. The Helipad Feasibility Study needs to be completed as part of the Preliminary Business Case Phase.

Master Plan and Design Considerations

These guidelines set out requirements for helipads and flight paths in terms of location, spatial considerations, access, lighting, flight path design, planning protection and operational issues in the following chapters. It is important to gives serious consideration to the proposed facility and area associated with the flight paths as these will become a feature to be incorporated in the Master Plans and will restrict the future development opportunities for other activities such as car parks, buildings and trees, light poles, masts and aerials. The hospital, during Master Plan and Design stages, will need to consider:

A site that can remain viable for period of not less than 10 years. The helipad being level and able to support aircraft.

17

STUDY OF HELIPAD ON HIGH-RISE BUILDING Existing and future fixed structures as well as changing elements (e.g. trees, masts,

towers).

Helipad Capacity

The helipad dimensional requirements presented in this part of these guidelines relate to helipads that are used by one helicopter at a time.The spatial requirements for helipads intended to be used by more than one helicopter or to accommodate parked helicopters require further consideration beyond the scope of these guidelines.

Development Control Plan

Helipad requirements should then be included in the DCP and considered when new buildings are planned.

Public safety

All helicopters in flight create a downward flow of air known as downwash. The severity depends on the weight of the helicopter, the dissipating effect of wind, and disruption by screening in the form of buildings, trees, hedges and walls.The loose objects can then be a risk to the helicopter if they are carried into the rotor blades or engines by re-circulating airflows. Old and infirm people are particularly susceptible to the wind strength of downwash. . Raised sitesreduce the downwash effects considerably, and high elevated or rooftop sites remove the risk.

Cost:

A well-planned helipad can achieve long-term manpower savings which can be off-set against short-term development costs. A secure helipad (ie. an elevated helipad or one securely fenced) may require as little as one attendant to meet or despatch a helicopter -- the same person fulfilling the requirements for site security, fire guard, and porter.

18


Definitions and other expressions

“Approach and departure path” means the track of a helicopter as it approaches or takes off and departs from the FATO of a HLS.

“Final approach and take off area” (FATO) in relation to a HLS, means an area over which the final phase of the approach to a hover or landing is completed and from which the take off manoeuvre is commenced.

“Final approach” means the reduction of height and airspeed to arrive over a predetermined point above the FATO of a HLS.

“Ground effect area” (GEA) in relation to a HLS, means an area that provides ground effect for a helicopter rotor system.

“Helicopter landing site” (HLS) means a place that may be used as an aerodrome for the purposes of landing or taking off of helicopters.

“Length” (L) in relation to a helicopter, means the total length of the helicopter, including its rotor(s) when they are turning.

“Landing and lift off area” (LLA) in relation to a HLS, means an area within the HLS on which helicopters land and lift off.

“Movement” means a landing or a lift off of a helicopter.

A Safety Area surrounding the FATO is an obstacle free area for helicopters accidentally diverging from the FATO. The safety area also includes the separation requirements between public areas and the helipad. The Safety Area must have a minimum diameter of 60 metres unless equivalent public safety is provided by alternative means.

19


Advantages Of Roof-top or Elevated Helipads

Helipads located on a rooftop or on an elevated structure eg., top level of a multi-storey offer distinct advantages when compared with surface level sitesFrom both the aviation and the long-term planning perspectives, the best position for a hospital helipad is on the roof of the tallest building on the site.The considerations affecting rooftop helipads are as set out in the following paragraphs.

C unobstructed approach/departure gradients are easier to achieve.

C elevated siting requires less ground in the vicinity of the HLS be quarantined from development in order to avoid future introduction of obstructions infringing the approach/departure flight paths.

C securing of an elevated site is more easily achieved with less personnel (a long term cost advantage).

C reduced noise impact at ground level as the approach/departure flight paths are raised by a height equal to the height of the elevated HLS.

Rooftops are generally unused space; even if there is air-conditioning plant on the roof, a helipad can be built above it. By comparison, ground-level areas in most hospitals are at a premium and may need to be used for other buildings, car parks and amenity areas.

Back draws

Consideration should be given to:

Hot air from exhaust vents and flues which might disrupt the airflows around the helicopter;

Roof-level ventilation intakes; any fumes from the helicopter are likely to be dispersed, but could be mistaken for the smell of fire by hospital staff, who might then sound the alarm;

Poisonous gas vents; the gas should be dissipated by the wind but must not affect the helicopter crew.

Rooftop helipads, especially if on high buildings, are unlikely to influence future building plans; their approach paths are less likely to be affected. A lower-level helipad could prevent the construction of new facilities if they would block the approaches or intrude into the obstacle-free area needed for landing.

20


Helipads on rooftops are more expensive to build and to operate than those at ground

level. They require integral fire-fighting facilities and trained RFFS manpower. However, the additional expense is reduced if the helipad can be included in the initial design of the building.

Principal guidance and legislation

The principal guidance and legislation note is as follows:

• International Civil Aviation Organisation (ICAO) Annex 14 to the Convention on International Civil Aviation, Volume II, Helipad, and the associated Heliport Manual, abbreviated to “ICAO Annex 14”;

• Statutory Instrument 2005 No 2005/1970, TheAir Navigation Order;

• Joint Aviation Requirements JAR-OPS 3, Commercial Air Transportation (Helicopters), abbreviated to “JAR-OPS 3”.

Licensing

Heliport or helicopter sites are not required to be licensed unless they are tobe used by a schedule transport service and/ or for public transportationinvolving series of landing and/ or hire and reward. In India we need to consider the permission from DGCA, to build helipad. The DGCA will be required to inspect the Rescue and Fire Fighting Services (RFFS) and the lighting at elevated helipads.

Certification

It has been a mandatory requirement for every civilian helicopter certified since 1985 to hold a noise certificate as part of its Certificate of Air worthiness. This certifies that the helicopter is quieter than the noise limits established by ICAO and subsequently introduced into Indian legislation.

Environmental assessment

Planning Policy Guidance 24, ‘Planning and Noise’ (issued by the Department for Communities and Local Government), states that an environmental assessment is required of a new “aerodrome” (any area of land or rooftop commonly used for the landing and departure of aircraft) if the proposal is likely to have significant environmental effects

21


Public reaction The environmental impact, balanced by the positive benefit for user ,business people and the community at large, should be explained to the local population at an early stage, and especially during the mandatory consultation phase (see the Cabinet Office Code of Practice on Consultation, reference 270621/0805/ D8, dated January 2004). The public canappreciate the usefulness of a helipad in life-saving situations, especially when fully informed of the purpose and importance and considering the strategic business importance,the infrequency and short duration of the environmental impact, and any mitigation activities proposed, which could include:

• locating the helipad on the highest point in the estate; planning the flight paths to avoid unnecessarily low transits over sensitive areas, including transiting for as long as possible at or above a height of 1000 ft as required by law;

• employing noise abatement flight paths and using special approach and departure techniques which minimise noise; operators are required to include these techniques in the training of their pilots;

• dissipating noise using baffles formed by intervening buildings and trees;

• insulating buildings and fitting double glazing in vulnerable zones;

DETERMINATION OF HELIPAD SIZE – ICAO DESIGN CRITERIA

Helipad size determination in accordance with the current ICAO SARPs is based on a number of factors, notably the helicopter greatest overall dimension (D) and the Performance Classification of the helicopter operations. For conventional helicopters with a single main rotor, D is the overall length with the main and tail rotors turning. The ICAO SARPs assume that for elevated heliports, the FATO and TLOF are coincidental.

The size of a FATO intended to be used by helicopters operated in Performance Class 2 or 3 shall be of sufficient size and shape to contain an area within which can be drawn a circle of diameter not less than 1 D of the largest helicopter when the MTOM of helicopters the FATO is intended to serve is more than 3 175 kg or 0.83 D of the largest helicopter when the MTOM of helicopters the FATO is intended to serve is 3 175 kg or less (with a recommendation that 1 D is applied for the smaller helicopters)

The FATO is surrounded by a safety area which extends beyond the FATO by nominated distance criteria including having a minimum external dimension of 2D. A notable change introduced in the third edition of Annex 14 is that the safety area need not be solid.

22


Design Steps

1. Determine the heliport/helipad location

2. Determine the design aircraft gross weight

3. Check soils and construction aggregates.

4. Determine the number of passes required.

5. Determine the total surface thickness and cover requirements.

6. Complete the temperate thickness design.

7. Adjust thickness design for frost susceptibility.

8. Determine compaction requirements and subgrade depth.

9. Draw the final design profile.

Structural design

The structural design criteria are given in detail in the ICAO Heliport Manual that accompanies ICAO Annex 14. In summary, the pad must be designed for the maximum weight of the heaviest type of helicopter anticipated to use the pad in the worse of two conditions: when the helicopter is landing and when it is at rest.

Similarities to a ground-level site

In common with ground-level sites in small areas, elevated sites should contain a rectangle with sides at least 25 m long (or a circle at least 35.4 m in diameter) to accommodate all helicopter types likely to make use of the facility. They also require:

• a skid- and erosion-resistant non-tarmac surface with a maximum 2% (1.2o) slope from the centre to disperse rainwater;

• at least two obstacle-free corridors with the same separation, dimensions and orientation as a ground-level site.

• visual aids with the dimensions, location, quality and orientation specified

• a locating beacon, approach lights, and visual alignment and/or approach slope guidance systems if the criteria for them on ground-level sites apply . A light aiming

23


point is not required, and perimeter and helipad lights are described.

• warning lights or floodlighting of the windsock and all obstacles which present a danger to the helicopter, and lighting.

DESIGN CONSIDERATIONS

The design loads to be considered are: a) Normal landing load b) Emergency landing load c) Live load on the surface of the pad d) Lateral Loads e) Helideck self-weight. f) Wind Load

Keep in mind that your impact load will total 1.5 times the gross weight. The older codes had it as a single point load equal to 1.5 times the weight.

Check to see if a snowmelt system will be required. Typically, snowmelt is provided to keep the pad clear so this negates the snow load, although that case rarely if ever controls.

When I do these in steel I take the distributed dead load and add the impact loads at the spots that will be the worst cases. , take a fully distributed load of DL+LL.

In steel framing you also have to consider the "pass thru" load if the point load occurs directly over a support. Any support can have the impact load on it going directly from the helipad to the support and not affecting the bending of the member it is landing on but loading below.

Design the one way slab for a uniform load of 100psf+DL, check it and upsize for point loads(both bending and shear) as required. Now you have two cases to check your ribs or beams against but also need to consider the point loads landing directly on the rib or beam so the beam design cases are uniform LL+DL and full point loads centered on the beam+DL(not the reactions from the continuous slab).

FAA "Advisory Circular (AC) 150/5390-2B Heliport Design" can help shed light on the IBC design loading criteria. It seems to be the basis for IBC 2003. See page 137, Paragraph 806 Design Loads, Static Loads (Your Case 1)

24


"For design purposes, the design static load is equal to the helicopter's maximum takeoff weight applied through the total contact area of the wheels or skids. Contact the manufacturer to obtain the contact area for the specific helicopters of interest." IBC adds the snow load requirement.Case 2 is discussed in the next paragraph, "Dynamic Loads".Case 3 seems to be a conservative assumption by IBC to accommodate the FAA "Rotor Loads"

We accounted for 1.5 times the weight of the helicopter applied as point load, line load and as a pressure. Remember, the wind pressure generated at landing and take-off is only slightly greater than that needed to counteract the weight of the helicopter.

Design criteria – helicopter landing

The design load for landing helicopters must take account of:

• the dynamic load due to impact at touchdown: the most severe case is an emergency touchdown, with a partial safety factor of 1.66 applied to the normal impact load of 1.5 times the maximum weight of the helicopter;

• sympathetic response: the average structural response factor of 1.3 must be used in determining the ultimate design load;

• overall superimposed load: an allowance of0.5 kN per m2 must be included for other causes of loading, including the fire crew and other people, snow, freight and any equipment used on the helipad;

• lateral load on the platform supports: the supports of the platform must be designedto resist a horizontal point load equivalent to0.5 times the maximum weight of the helicopter together with a specified wind loading, applied in the direction which will provide the greater bending moments;

• dead load of the structure: the partial safety factor for the dead load must be 1.4;punching shear: the pad must withstand the punching shear of the helicopter’s weight spread between two contact areas, each 64.5 mm ×1000 mm.

Design criteria – helicopter at rest

The design load for helicopters at rest must take account of:

• the dead load of the helicopter: each structural element must be designed to carry a point load of 45.0 kN for helicopters up to 9 t and 67 kN for helicopters up to 13.5 t from two main wheels or skids a specified distance apart, applied simultaneously on any position within the landing area;

25


• overall superimposed load and dead load: in addition to wheel loads, the allowance for overall superimposed and dead loads given for landing helicopters must be included in the design.

Summary of structural design criteria

For helicopters up to 5 t in maximum weight, the point load would be 45 kN for each of two wheels separated by 2.5 m, the superimposed load of landing would be 0.5 kN/m2, and the superimposed load of a helicopter at rest would be 2.5 kN/m2. For helicopters up to 13.5 t inmaximum weight, the point load would be 67 kN for each of two wheels separated by 3 m, the superimposed load of landing would be 0.5 kN/ m2, and the superimposed load of a helicopter at rest would be 3.0 kN/m2.

Technical steps involved in the design of helipad at lodha belleza:

Fato and Tlof of the elevated helipad is assumed to be same according to annex 14 of ICAO, which is followed by DGCA of India . Helipad at lodha belleza tower 1A is designed for the helicopter weighting of maximum of 5 tones including all kind of loadings.

Considerations made for helipad design on roof top are:

FATO- Final approach and take off area.

TLOF- Touchdown and lift off area.

OL- Overall length of helicopter (D- factor).

RD- Rotor diameter.

TR- Tail rotor diameter.

Relations made to simplify design work of helipad on roof top :

Overall length (1OL) = 1D(factor),

1D = 1.2RD,

1D-1RD =0.2RD.

TR = 1/6RD.

26


Then ,

1RD = 0.83D.

Touch down marking consisting of circle of diameter 0.5 D on FATO.

Under carriage width is used to define the size of TLOF.

TLOF is the load bearing area where wheel or skid is stood. TLOF with stand dynamic load over it, and FATO bear the static load.

TLOF is located inside FATO.

FATO and TLOF are coincidental (same size).

FATO/TLOF which occupy the same space and have same load bearing characteristics on elevated helipad.

FATO surrounded by safety area.

Safety area on elevated helipad should be in the range of 0.25D to 0.585D.

Safety netting made surrounding the helipad, with minimum of 1.5 m dia.

Length of helipad on elevated sites, is decided on respect of largest helicopter to be landed on helipad. D is the total length of helicopter ,then the range of size of helipad is 1.1D to 2.6D as per usability it is decided.

In our case at lodha tower1A,

FATO = TLOF

Assume, D (Total length of helicopter) =41.7 ft = 12710.16 mm.

RD(Rotor diameter) = D/1.2 = 41.7/1.2 = 34.77 ft = 10597.89 mm.

TR(tail rotor dia) = RD/6 = 34.77/6 = 5.79 ft =1764.79 mm.

For elevated helipad prescribed for a helipad of capacity of 5 tons

FATO= TLOF = 0.83D

= 0.83 * 41.7 =34.7 ft. = 10576.56 mm. = RD.

27


Hence, as per condition FATO = TLOF = 0.83D = RD, is satisfied.

Total area should be about 2D , here D is total length of helicopter, including FATO and TLOF. Safety area is not confined as a solid, may be an open area space also.

Safety area ranges from 0.25D to 0.585D (3m – 7.5 m). Here in our case we preferred safety area = 0.585D =0.585 * 41.7 = 24.3 ft. = 7406.6 mm.

Touchdown marking is the area where wheel or skid of helicopter is loaded .Touchdown marking = 0.5D = 0.5 * 41.7 = 20.85 ft. = 6355 mm.

Check for correctness of design :

Hence, as per condition FATO = TLOF = 0.83D = RD, is satisfied.

Total diameter of helipad is

FATO + Safety area = 34.711 + 24.35 = 59.05 ft. = 18000 mm.

Hence, the diameter of helipad at our site lodha belleza tower 1A is decided as per the given calculations,

TLOF and FATO = 10576.56 mm.

Touchdown marking = 6355 mm.

Safety area = 7406.6 mm.

Total diameter of helipad = 18000 mm.

All the residential towers of Lodha belleza have very special feature – The Helipad. This is located above the lift machine room and the OHD place i.e. 2 floors on top of the terrace. The connectivity from helipad to the terrace is through a ramp and a stair case. This ramp facilitates the VIP’s, to easily access the lower floors. It is also meant for rescuing occupants during fire accidents or any other emergencies.

The slab of helipad is casted by high grade steel and concrete, due to which the load coming onto the lift machine room is low and at the same time, the slab strength is also improved.

28


Assumed helipad slab over L.M.R floor slab and Bottom slab shuttering layout

29


30


Typical helipad slab design lay out made in autocad for tower 1A of lodha belleza :

31


32


Over view of the twin tower 1,and helipad is on 1A

33


Picture showing helipad with ring beam on the tower 1A Surface structure

The surface of the pad can be an integral part of the roof of the building, but in the unlikely event that structural alterations are required (such as

34

STUDY OF HELIPAD ON HIGH-RISE BUILDING the addition or repair of inset lighting), the work may affect the building’s waterproofing. As

an alternative, the helipad can be built as a metal deck above the roof level. This may be necessary on tall, slab-sided buildings where the wind can produce severe turbulence as it rises over the building; a pad built at least 3 m above the roof on a metal raft supported by steel framing allows the turbulent air to flow under the pad, leaving the

helicopter to land in relatively smooth air on the helipad. This requires less power, reduces risk, and causes less distress to patients in the helicopter. The landing area must be sealed so that any fluids can run only into the drains, and the 2% (1.2o) slope for drainage must be retained under the weight of the helicopter.

An Approach and Take-off climb surface in an inclined plane sloping upward (8%) from the end of the safety area and centered on a line passing through the centre of the FATO, should be available for helipad on roof top.

Pathway to touchdown area

Construction: concrete.Minimum width: 1.2mMinimum slope: 1:10

35

STUDY OF HELIPAD ON HIGH-RISE BUILDINGSoil Waterproofing

Helipad require waterproofing to maintain strength ,for parking pads, to avoid leakage of water by cracking the slab.

Drainage

5.8 Fire-resistant guttering is required around the perimeter of the helipad to carry rainwater, spilt(and possibly burning) fuel and fire-fighting media into the drainage system and prevent it falling onto the building below. Under normal conditions, precipitation and domestic water deposited on the helipad should be directed into the foul water sewage system. In the event of a fire, a valve should divert aircraft fuel, fire-fighting media, and all other fluids to an oil/water separator

Landing area requirements

Tie-down points

Tie-down points should be recessed into the surface of the helipad to secure a helicopter against strong winds in the event that it must remain on the pad for an extended period, for example if it becomes unserviceable and requires repair before flying off. Each point should withstand the pull of a strong wind acting on the slab side of a helicopter.

Safety netting

Deck edge safety netting must be installed to catch and retain a falling person, and must therefore produce a “hammock” rather than a “trampoline” effect. It must extend outwards to 1.5 m around all areas where there is a sheer drop from the edge of the helipad and its access stairs and ramps. The netting must be of a non-flammable material, typically either polypropylene rope or plastic- coated wire.

36

STUDY OF HELIPAD ON HIGH-RISE BUILDINGTypical details of preferred fixings for wire mesh (or equivalent) deck-edge safety net

Stainless steel banding at approx 150 mm spacing

15 × 3 mm steel stretcher bar threaded through mesh

50 mm Grade ‘A’ Plastic Coated Wire Mesh or equivalent

Access to and from the landing area

The helipad must have a minimum of two access points at opposite sides or corners it is preferable. If the ramp runs away from the building to distance the RFFS personnel from a crash, and also to provide a walkway around the building below helipad height in case they need to approach the fire from the opposite side.

37


Estimated Helipad Over-view Roof-top Helipad

38


Engineering requirements

Space requirements for services and plant

Adequate space should be made available for critical engineering services such as firefighting, helipad access and helipad lighting for night landings.These services are often duplex or with adjacent standby plant. Electrical equipment must be supported by an uninterrupted power supply (UPS).

Ventilation

Special consideration should be given to the position of adjacent intake or exhaust vents, which may be influenced by the location of the helipad.

Hot and cold water systems

The requirements for water to extinguish fires and to wash the helipad is must.

Internal drainageThe specific requirements for helipad drainage to remove potentially burning fuel and fire-fighting media, as well as rain and melted snow.

Turbulence

Helicopter landing sites should preferably be sited in areas free of turbulence. Turbulence can affect both ground level and elevated helipads.Surface level helipads sited immediately adjacent to large structures are susceptible to lee-side turbulence. Rooftop helidecks may be subject to “cliff- edge” turbulence. Expert advice on the effects of turbulence and how best to mitigate it should be sought in either case.(2) Elevated Helipads. Elevating heliports 6 feet (1.8 m) or more above the level of the roof will generally minimize the turbulent effect of air flowing over the roof

Acoustics

Consideration should be given at the earliest opportunity to the impact of the noise of helicopters, which may otherwise affect the function of the healthcare facility, and disturb with a normal living life. A noise abatement procedure should be developed for the helipad. Noise abatement Windows of occupied buildings within 50m to be double glazed. As is typical of all rooftop helipads from a noise perspective, when the helicopter is landing or taking off from the helipad there is a decrease in noise

39


exposure to people on the ground in the immediate vicinity of the site due to the elevation of the helipad. There may also be some noise shielding for the community The helipad, where the helicopter eventually touches down on the roof, would need to be raised high enoughto clear the surrounding roof parapet walls and the airventilation shafts. This should be approximately 5 feet above the roof deck.

Fire safety

Fire-fighting requirements for elevated helipads is must.

Lighting

Helipad lighting has to provide reliable illumination in exposed conditions, includingthe strong winds caused by helicopter downwash; failure or disintegration could cause a fatal accident. Also, the lighting must meet the chromaticity and illumination levels specified in ICAO Annex 14. The lighting fitments should therefore be supplied by accredited aviation suppliers, not by domestic or normal industrial suppliers. All helipad guidance and obstacle lighting should be operated by a single switch in the vicinity of the helipad. On elevated or other pads with fire-fighting facilities, the switch should be located beside the position where the fire appliances are placed prior to a helicopter landing.

Commissioning and maintenance

A helipad with lighting and fire-fighting facilities should be inspected by the aviation specialist designer, the CCA Landing Site Specialist and the helicopter operator, as well as the installer.

Potential Flight Paths

According to the FAA and Caltrans, the hospital heliport must have at least one approach/departure flight path.The path should be aligned as much as possible with theprevailing wind, optimum performance for a helicopter as with all aircraft, is to be able totake-off and land into the wind, but it is not an absolute necessity. Two approach/departure paths oriented to be a minimum of 90 degrees apart are recommended to avoid the helicopter taking off or landing, with a crosswind or tailwind.Thus, should the wind direction change, the pilot could choose to depart on the alternate direction flight path, should be free of any object penetrations such as trees,

40

STUDY OF HELIPAD ON HIGH-RISE BUILDINGparking lot lamp poles or corners of buildings. The flight path at the helipad location does not have to be a narrow path but can be a larger pie-shaped sector provided it

meets all of the airspace no-obstruction criteria. Thistype of approach surface gives the pilot the option to choose the best flight path within that sector given the directionof approach, and the wind and weather conditions at the time of the flight operation.

Consideration of Development Referrals

With the availability of helipad the business strategy has a chance to grow all over the area surrounding this tower so this is a great opportunity for the development to the advanced stage. Development proposals within the DDO area that exceed the nominated height limit are to be referred to DH by the Council. DH shall consult with the Manager, AAV and the Helipad Manager for further consideration of:

All development proposals within the initial 250 metre initial take off area

All obstacles of 12 metres or higher for DDO areas outside the initial take-off area.

Proponents of referred developments will need to:

Provide the necessary information that may be required by DH

Meet all costs associated with the development referral including the costs for amendments to the affected Planning Scheme.

41


Helipad Accessories.

There are certain design elements that are common to either a ground level or a rooftop helipad. Helipad lighting is required in order to conduct night landings. All night operating helipads require a lighted wind cone. A rooftop helipad requires additional fire prevention equipment such as one or two wet standpipes and a fuel water separator tank to be used in the event of a fuel spill to prevent the fuel from entering the sewer system. It is recommended that all heliports have fire extinguishers or a rooftop foam system. If a helipad is higher than 30” above the roof deck, a safety net for fall prevention is required. All of these design and location criteria help in making the helipad more acceptable to the community and a safer place to land.

Night operations: For night operations, the following additional requirements apply:

Helipad lighting

Lighting requirements for helipads will depend on the location of obstacles and the availability of a suitable power source.The type of lighting system chosen will depend on the projected usage and should be selected in consultation with the Manager, AAV.Options available for helipad lighting include floodlights or ground level lights. Floodlighting is used in conjunction with retro-reflective markings. Ground level lights identify the edge of the LLA and the FATO. Power sources can be mains supply or solar powered. Helicopters are equipped with high-powered floodlights that complement the helipad lighting systems.

The helipad must be lit by:

The lights must not project more than 25 cm above the helipad, and the light sources must not be visible from below the helipad level. There must be one light at each corner and others evenly spaced in between at intervals of not more than 3 m. Existing light helipads shall display green perimeter lights four low-level (25 cm) Xenon floodlights to illuminate the landing surface, well-shielded so as not to dazzle pilots.

42


The edge of the FATO should be defined by omni directional Yellow lights which project no more than 25 centimetres above the level of the HLS and are spaced no more than eight metres apart. Where ground level lighting is not practicable, such as “off-site helipad”, then a combination of markings and floodlighting may be used.Any floodlighting must be positioned so that it does not cause glare to pilots during manoeuvring. Purpose-built surface-floodlighting is available which provides surface texture without glare. Such fixtures must be positioned at the edge of the FATO so that they do not impinge the obstacle-free manoeuvring areas.

In order to reduce additional obstacles around the helipad, where possible, floodlighting should be combined with a wind indicator or on nearby structures. The distances between the helipad and any adjacent floodlights may need to be considered in determining the suitability of floodlight options. Alternative lighting solutions may involve electro-luminescent strips in lieu of perimeter lighting. Specialist advice should be sought in developing a lighting

Beacon light

43

STUDY OF HELIPAD ON HIGH-RISE BUILDING TYPES OF LIGHTS

FIRE SAFETY ALARM

HELI-PAD LIGHTINGS

44


Obstruction lighting may be necessary on the top of any obstacles which are close to the obstacle free plane of the approach and departure paths.

Surface mounted height: 7 1/4"

Pole mounted thread: 1" NPT

Surface mounted diameter: (3) 5/16" holes on 5 1/4" bolt circle

Lamp: 50,000 hour

Power: 120/230 VAC

Frequency: 50/60 Hrz

0.14 amps @ 120V

Finish: Yellow powder coat

Lens: High tempered glass

45


◙ Installation Drawing Full Configuration ◙

1 Control Box, Quantity 2

2 Touchdown & Liftoff Area (TLOF) Perimeter Light, Quantity 8 (option up to 12)

3 TLOF Surface Floodlight, Quantity 2

4 Illuminated Wind Cone, Quantity 1

5 Glide Path Indicator (GPI), Quantity 1

6 Heliport Beacon, Quantity 1

Set of Connecting Cables

Electrical Power 1.500 W

46

STUDY OF HELIPAD ON HIGH-RISE BUILDINGTotal Weight ~ 551.15 lbs (250 kg)

Approach guidance When it is considered essential that an accurate approach path be achieved due to obstacles, the direction of approach should be indicated by at least two omni directional green lights, or by one white lead-in light positioned.

A wind direction indicator

Should be positioned on the HLS in an unobstructed area so that it is readily visible to helicopter pilots when approaching/departing the HLS

Indication of Wind Direction

This indication is of primary importance. The following methods can be used:

Place a wind sock outside the area.

Place smoke machines or fires emitting clearly visible smoke outside the area. Arrange them to avoid all risk of fire.

Use a staff experienced in helicopter landings to stand with their backs to the wind, arms raised in a V-shape close to the spot where the helicopter is to touch down.

A wind speed and direction indicator should be provided at each helipad to provide a visual guide to the wind speed and direction. The direction indicator should be illuminated to be visible by approaching aircraft.The preferred location of the wind indicator is adjacent to the helipad on the upwind side of the primary operating direction.The wind indicator and pole should be located outside of the helicopter flightpath envelope and clear of turbulence-affected areas. The windsock should normally be 2.4 metres long with a diameter of 0.6 metres as nominated by ICAO.Details of the criteria for windsock lighting are presented in Section 9.6 of the Civil Aviation Safety Authority (CASA) Manual of Operational Standards Part 139.

It should be so situated so as to be visible from a helicopter in flight, in a hover or on the movement area and should indicate the wind conditions over the FATO in such a way as to be free from the effects of airflow disturbances caused by nearby objects or rotor downwash.

47


Typical plan of helipad with lightings, windstok and path way

48


Strobe

49

http://www.heliportlighting.com/media/heliport_general_layout.jpg

STUDY OF HELIPAD ON HIGH-RISE BUILDINGA blue high intensity strobe should be mounted on top of the wind indicator to assist the pilot to identify the HLS at night.

GPS

The recent development of satellite-based navigation systems and of instrument flight capability which is not dependent upon ground-based radio- navigation aids has the potential to greatly reduce the impact of adverse weather on air operation. Sitting of any HLS should be done in consideration of the use of such instrument approach systems in future. This requires consideration of the approach/departure path obstacles and their impact on future instrument approach minimum altitudes and also the reservation of space to install instrument approach lighting arrays which may be required for precision instrument approach procedures.

Availability of radio, and other frequency systems for wireless communications

Marking

Offsite helipads are generally marked with a white or yellow variant of the standard H marking. The size of this marking should be equal to that of the LLA and thereby indicate the undercarriage ground contact limit points on which the helicopter may be positioned without compromising clearance requirements. The clearance requirement is that the extremity of an operating helicopter is no closer than half a rotor diameter to a fixed obstacle.

The edge of the FATO should be indicated by a 40 centimetre wide stripe painted on the HLS.

50

STUDY OF HELIPAD ON HIGH-RISE BUILDINGA whole number (termed the indicator number) should be painted on the HLS with the helicopter’s weight, expressed in Kg, calculated by multiplying the indicator number by 1000. The numbers should appear 1.5m high painted with 20cm wide strokes.

The marking is primarily used as the aiming point for landings and is therefore to be located centrally within the FATO.The helipad markings should be a highly reflective paint mixture containing glass beads or similar. The reflective paint provides visual guidance to the helipad at night or low light conditions, when the marking will be reflected in the beam from the helicopter floodlighting equipment.

A helicopter identification marking shall be provided within the TLOF area and shall consist of letter “H” white in colour. The legs of the 'H' should be 3 metres in length and 0.4 metres wide. The crossbar should be of the same width and separate the legs so that the overall width of the 'H' is 1.8 metres. The marking used shall be of such a nature and fixed in a way that it does not constitute a risk to the flight or to any third party. The marking shall be as shown in the figure given below:

Helicopter Landing Area identification marking

51

STUDY OF HELIPAD ON HIGH-RISE BUILDINGTower name

The name of the tower must appear in letters at least 1.2 m high.

Allowable weight

The maximum allowable mass in tonnes must be written as two digits and a small “t” (for example “5.5 t”), preferably orientated to be legible by a helicopter approaching on a heading of southwest. The inscription should describe the strength of the helipad, not the weight of the local ambulance helicopter. The inscription must be in letters 1.5 m high with 20 cm line widths; additional dimensions are available in ICAO Annex 14. helipad in non-slip paint of a contrasting colour to that of the pad surface.

Wind Direction Indicator

A wind direction indicator may be a wind sleeve, flag or continuous smoke source. It should be so situated so as to be visible from a helicopter in flight, in a hover or on the movement area and should indicate the wind conditions over the FATO in such a way as to be free from the effects of airflow disturbances caused by nearby objects or rotor downwash.

52


Safety and security consideration

To understand the need for adequate rescue and fire fighting services at the helipad, it is helpful to look at a couple of different Code requirements. DGCA(Directorate general of civil aviation,india)has assessed the level of risk from fire following an accident on elevated helipad sites as being potentially catastrophic and all flights for which permissions are necessary under Rule 5 of the Rules of the Air (which covers flight below 1000 feet AGL) are necessary will attract a condition that the recommended levels of protection and response for operations to elevated helicopter landing sites are in accordance with ICAO Annex 14, Volume II, Chapter 6 (Table 6-3) and the ICAO Heliport Manual Chapter 6. This condition will be applied to all flights.

Compared to heliports helipad requires more safety precautions to be taken. As if any kind of crash or accidents occur a large amount of fuel get burnt(approx 1000l) which may damage the building ,cause deaths . To minimize such hazard , loss of life, property DGCA has inserted some safety conditions.

Two 45 kg CO2 fire extinguishers should be available as close as practicable to the helipad.

53


Fire Extinguishers

Foam

For H1 helicopters landing at elevated sites, the minimum requirement is a single, manned hose line with nozzle/branch pipe, capable of delivering foam in a jet spray/aspirated pattern at 250 L/min for 10 min.The recommended minimum is two foam jets located at opposite sides or corners of the pad, each capable of delivering foam in a jet spray/aspirated pattern at 250 L/min for 10 min. One could be an automatic foam monitor, a device which sprays foam in an oscillating pattern once activated.

54


In addition to the foam, 45 kg of dry powder (compatible with the foam) or halon or 90 kg of CO2 must also be available and portable for conveying up the access stairs or ramp to the helipad. Where the main complementary agent is dry powder, an additional 9 kg of halon or 18 kg of CO2 must be available to fight engine fires. Where the main complementary agent is gaseous, an additional 9 kg dry powder must be available for running fuel fires. This all fire extinguisher shall be available at the landing/ take-off area, clearly marked and situated so that it can be used quickly in case of fire.

Water

The water for extinguishing and for making foam can come from a pressurised main supply provided that the delivery pipe is not on the outside of the building where it could be destroyed in a helicopter crash. Alternatively it can be supplied from tanks immediately below the helipad level (2500 L for H1, 5000 L for H2), pressurised by an inert gas to propel the water to the nozzles when activated. The system will also require small tanks for the foam concentrate. A manned hose is important for washing the helipad surface to remove routine dirt and bird droppings in order to retain the friction characteristics of the surface.

Rescue and Fire-Fighting Services

The minimum of two trained RFFS personnel for H1 sites (three for H2) must wear full protective equipment (helmet with flash hood, tunic, trousers, gloves and boots). They must respond to an accident in considerably less than two minutes, wearing their personal protective equipment; the initial response will include warning the people in the building by an alarm an informing the security. Respiratory protective equipment must also be available to protect from the fumes from modern helicopters, for this specialist aviation-trained manpower is required.

55


MINIMIZE ACCIDENTS BY PROVIDING :

Windsock illumination

The windsock must be illuminated either by an internal light or by downward-facing floodlighting, which is more conspicuous but must not dazzle pilots on approach or on the helipad.

Obstacle illumination

Obstacles such as trees, buildings, masts and chimneys (that present a danger to the helicopter) must carry a light or be floodlit, but this lighting must not dazzle pilots.

Access track lighting

Any lighting for the trolley access track should be at ground level or should be less than 25 cm high and point downwards within 30 m of the pad.

Switching

All lighting should be operated by a single switch near the helipad so that no component can be forgotten by ground staff. SecuritY to be responsible for site security, ensuring non-participants are kept clear for their own safety, ensuring the site and the approach paths are free of obstacles, activating lights, standing “fireguard” (ie. ready to raise the alarm in the event of a mishap), and assisting with patient handling.

The HLS must be kept clear of all:

56

STUDY OF HELIPAD ON HIGH-RISE BUILDINGPersons, other than persons essential to the helicopter operation; and objects and animals likely to be a hazard to manoeuvring the helicopter, other than objects essential to the helicopter operation .

Safety net As a means of avoiding risk of death or injury to passengers, crew and other

personnel, the outer edge of the HLS should be protected by a safety net, or similar device, that is at least 1.5 metres wide and does not project more than 25 centimetres above the HLS at its outer edge.

Quality assurance auditing:Helipad manager is responsible for safety at HLS. Helipad Operations Manual, and should include observation of day and night operations. Any non conformances identified should be prioritised, and the Quality Manager or Helipad Manager should formulate a timely corrective-action plan to eradicate the root causes. Turning and stationary, and the danger of loose objects and clothing should be checked by him.A first aid box shall be placed within easy reach and clearly marked. The box shall be maintained in accordance with the instructions and its contents shall be supplemented whenever used.

Off-site helipads - requirements

The closest site as determined by medical helicopter operators to meet operational, aviation safety, access and medical requirements, in consultation with local authorities. This may be a nearby sports ground, park, golf course, open area or airport.

57


Refuelling

At present, it is not usual for residential helipads to have their own fuelling service. The service is important only if the helipad is the normal operating base for the helicopter, or the helicopter is routinely used to transfer passenger over 100 miles away at night when the opportunities for refuelling at airfields are limited. A refuelling facility is not necessary, although it could reduce flying hours (by saving the time required to fly off to another location to refuel before undertaking the next task), thereby cutting the flying costs.

To maintain refueling at helipad we must take some additional precautions:

Fuel quality:

The aviation fuel used by air has a flashpoint greater than 38oC. Spillage protection ,Fuel tanks and bowsers must be either double- skinned or parked in a bunded area to prevent leaking fuel from entering local water-courses.

Contamination and theft:

It should be checked that the fuel is pure.and be protected from theft.

Equipment options:

A fuel facility includes storage and pumping equipment; for raised and elevated sites, the storage can be at ground level provided that the pump is able to deliver fuel to the height of the helipad.

Drums:

Fuel is available in 205 L drums; small helicopters burn about 1¼ drums per flight hour, and large ones about three.

Fuel separator

Our standard Fuel/Water Separator is a gravity operated unit fed from the gutter system attached to the heliport. The welded steel separator has an adjustable oil draw-off, and an integral baffle system.

58

STUDY OF HELIPAD ON HIGH-RISE BUILDINGIt has a 3/8" nonskid diamond treadplate cover for pedestrian traffic (or reinforced for light/heavy traffic) secured by stainless steel bolts and an extra heavy leakproof gasket. The shop helps protect the separator from outside elements and is resistant to oil, grease and cutting oils.

Fuel separator

Helipad Management

Responsibility for the management and care of the helipad and associated flightpaths needs to be assigned to a Helipad Manager who should ensure the facility is suitable for helicopter use. The Helipad Manager should also be the contact person for the municipal planning authority or owner of a helipad site (for activities such as maintenance) where the helipad is located outside the hospital site. The Helipad Manager would also liaise with the Manager, AAV concerning the use and availability of the helipad.

Helipad Documentation

As set out in Appendix A the Helipad Operations Manual should record details of:• the helipad facility and of the flightpaths• normal operating procedures• security• emergency procedures• staff training programs• maintenance practices.

59

STUDY OF HELIPAD ON HIGH-RISE BUILDINGA particularly important part of normal operating procedures is the development of a communications protocol and the training of staff in this regard.

Annual Approach Survey

A detailed survey should be undertaken annually to monitor the presence of obstacles and identify changes such as tree growth within the flightpath envelopes. The survey results should be presented in a suitable format and include details of the location and relative height of the obstacle. The report should be supplemented by photographs of the obstacles taken from the survey point on the helipad.The results of the detailed survey should be recorded in the Operations Manual and compared to the previous survey details. Any significant changes to the height of existing obstacles or the presence of new obstacles should be reported to the Manager, AAV.

Helipad details

Operational details of the helipad including:• Location• Latitude and longitude including the WGS84 grid

• Description and dimensions of the facilities; markings, lighting, and wind indicator

• Operational weight limits if applicable• Access and egress details under normal and emergency conditions• Operational restrictions such as use of Nightsun lights and “avoid” areas• Communications frequencies• Adjacent airspace restrictions and preferred operating directions• Details of flightpaths and obstacles within flightpaths, including magnetic bearing, distance and height above the helipad for all significant obstacles

Helipad Maintenance

Procedures and practices to ensure the continuing availability of the helipad, including:• Inspection and reporting procedures• Notification to AAV in the event of the helipad not being available• Standard markings

60


• Non-serviceability markings• Details of suppliers for equipment and spares• Details of annual approach surveys and helipad condition reports.

Planning Management

“Importance of Planning for a company‟

A plan can play a vital role in helping to avoid mistakes or recognize hidden opportunities. Preparing a satisfactory plan of the organization is essential. The planning knows the business and those they have thought through its development in terms of products, management, finances, and most importantly, markets and competition. Planning helps in forecasting the future, makes the future visible to some extent. It bridges between where we are and where we want to go. In a nutshell, Planning is looking ahead. Construction planning is a challenging activity for the management and execution of the project at site involving the definition of work tasks, the estimation of the required resources and durations for individual tasks. A good construction plan is the basis for developing the budget and the schedule for work. The Construction Planning and programming is the key to better management and execution of the project.

Design managementThe most critical phase of the project is the design, as it transforms itself from the initial concept of the client brief to the detailed design and then to the construction phase.Management of design is a systematic approach to the organization, evaluation and direction of the design process to achieve as completed project within cost, time and quality requirements of the client.

Planning and managementPlanning is as important as the Design, as works need to be identified in a logical sequence of constructability. It actually starts with the sequential release of the drawings, appointment of sub contractors, identifying long lead deliverables on time deliverables to site etc.

“Time is the essence of contract” time control involves establishing duration and applying it to an item of work or activity. It should be measurable to determine the progress at specific intervals against the base or original programme.

61


Schedules are created to plan, monitor and control that precious commodity time. The scope of work is usually accompanied by a time restriction, which can be in a macro form or a more detailed micro form. Commonly used forms are Bar charts, software developed programs like MS Project, Primavera Etc.

Procurement / Resourse management Procurement includes all the elements that are needed to deliver a project, such as labour materials money, equipment, tools and time. This involves procuring and assigning resources at the point of need in a project in order avoid waste or delays. Resources that are introduced too early, too late or inadequately become inefficient or non-productive, thus driving costs and time beyond the plan or budget.

The key to the efficient use of resources is to determine the optimum quantity and apply them at the optimum time. Procurement of resources, managing, human and labour relations also become key functions in a project in order to ensure adherence to quality, time and costs. Resources can also be planned in the same way as costs and time are applied to items on the schedule. By applying resources to the schedule, histograms and cumulative curves can be generated, providing early resources management capabilities.

Material Management can be defined as that function of business that is responsible for the coordination of planning, sourcing, purchasing, moving, storing and controlling materials in an optimum manner so as to provide service to the customer, at a pre-decided level at a minimum cost.8

Master scheduling • Master production schedule (MPS)1) Links production planning to what will be built2) Calculates capacity and resources needed3) Drives the materials requirements plan4) Drives priorities for manufacturing• To build the master production schedule (MPS) you need the following information1. The production plan2. Forecasts for individual end items3. Actual orders received from customers and for stock replenishment4. Inventory levels for individual end items5. Capacity constraints

62


Roles and responsibilities of senior engineer

1. Scheduling the project completion date within stipulated time.

2. Managing certain activity schedule during a defined period.

3. Forecasting financial requirement during that period.

4. Coordinating sequences of every construction activity.

5. Material procurement with minimum lead time.

6. Managing labor procurement and other man power requirement during the period.

7. Preparation of Daily, Weekly & Monthly Progress Reports.

8. Preparation of Daily program schedule.

9. Evaluating the reasons for delay in completion of a particular activity.

10. Maintaining updated progress of work in comparison with the scheduled program.

Post concreting Defects Observed At Site

Post concreting may result in various defects that will apparently change of strength of the structure and life of the structure. A couple of defects and its solution been observed at the site. Honey Combing. Not achieving the required strength by a RC member.

Solution: Methodology for Honey-Combing 1. Removing the lose material fero honey-comb area. 2. Washing the area by water. 3. Filling the honey-comb area by Renderoc plug and making the shape as per existing profile. 4. Providing and fixing 12mm/6mm socket by Renderoc plug as per our requirement. 5. Curing for 24 hrs.

63


6. Grouting the socket by cement slurry admixed with Cebex 100/Intraplast N 200 @ 225/200 grams per bag of cement and NI-O-POL SBR @ 5% per bag of cement.

HONEY COMBING OBSERVED AT THE SITE

Observations• Few Plastic Shrinkage Cracks about 2-3 mm wide & 10-20 mm deep have developed in the slab cast.• The irregular cracks (Fairly straight) have developed on some of the bays of the slab• Such cracks are found in earlier casting, water seepage is observed at some locations.• Sprinkling done on the same day & Curing started on next day morning

Possible Causes• The cement hydration is exothermic reaction & high ambient temperature along with humidity makes the conditions really critical, it leads to rapid drying (moisture loss) from the surface of the laid concrete. On the day of concreting these three factors must have played a major role in the cause• At some locations the cracks are through. Vibrations in early stages or the settlement of the forms can only be possible reasons for such cracks.• Over vibrating concrete is another possible reason behind this as it causes segregation & paste/mortar rises to the top of the freshly laid concrete. Paste/mortar (Fines) is prone to cracking.

64


Precautions suggested• The concreting in the high temperature periods during the daytime must be avoided.• The strong supports for the concrete & good curing practices are the main perquisites.• Dampen the sub-grade & the forms prior to placing concrete• Protect the concrete with temporary coverings such as polythene during the delay between placing, finishing & start of curing

Remedies suggested:• At present, the cracks can be filled with the high strength cement slurry.

• Chemical anchors are used Concessive 1418 (or equivalent) for distribution reinforcement, wherein the ends of the distribution reinforcement shall be fixed into the column and grouted using Concessive 1418. The resin shall be filled in the hole to the required depth and then the shear connector shall be driven in the hole to displace the material.

Ready mix concrete

Quality of concrete is a function of quality of ingredients. So ingredients like Cement, mineral & chemical admixture, water, aggregates etc. must satisfy the following requirements taking full account of the environment to which it will be subjected.

Criteria for good concrete The selection and use of materials shall be in accordance with IS 456:2000 and all

materials shall meet the requirements of relevant BIS specification. Fly ash shall also meet the requirements of BS 3892 for fineness and Loss of Ignition. Loss of Ignition < 2% Fineness: retention on 45 micron sieve (preferably) < 12% Cement: IS 8112 - OPC 43 Grade, IS 12269-OPC 53 Grade, IS 455- Portland Slag Cement , IS 1489-Portland Pozzolana Cement Fine & Coarse Aggregates: IS 383 Water: IS 456:2000 Chemical Admixture: IS 9103

65


Fly ash: IS 3812/BS 3892/ASTM C 618 Silica Fume: IS 1538

Tower crane

Tower cases are required to transport reinforcement, formwork, and other heavy construction materials to higher levels which cannot be done by the normal methods considering the safety, time and cost.Tower cranes need to be located in such a way the swing of them doesn’t affect an adjoining structure or any other tower cranes. The number of tower cranes required depends upon the size of the floor plate, the type of material to be transported like pre - cast shear wall panels, concrete blocks, door and window frames, cement, sand, tiles, marbles, kitchen cabinets, etc. Erection of the tower crane and its maintenance has to be done by skilled and trained person. As helipad is over the tower so this kind of crane is most essential to work over in this project of 39-50 floors.

66


Learning’s

High Rise Buildings and Tower PadA remarkable knowledge been gained by all the learning’s at the sky villas and helipad under the guidance of the senior general manager and other staff members of the company.

Site Operations

Through site visits, familiarized with operations on site. It is vital for all consulting engineers to see the actual construction processes, understand the practicalities of working on site and the limitations these impose on their designs. It clears the cloud of knowledge gained at school eventually molding a fresh student with good knowledge.

Reading Drawings

Learnt to read a drawing, which is to: • Visualize structures in 3D based on views in plan, cross-section and elevation • Imagine scales and dimensions • Look for specific information • Follow cross-references between drawings • Understand arrangements of bars in reinforcement details drawings

Software

SAP one of the leading ERP tool has proved effective for the company. Head Office communicates through the application by sending the attachments for the activity and keeps track of all the activities in terms of cost, resource and material will be recorded in the file. It’s been so comfortable with routine applications of SAP, AutoCAD, structural analysis and design software.

Cost of Materials

A clear picture on the scheduled rates for the region been taken into consideration for rate analysis. Got a feel for the price of concrete, reinforcement steel. This information was then used

67


to estimate potential savings of steel in the other remaining floors, had it been "value-engineered".

Design Codes

In BIS, civil engineering students are exposed to IS 456: "Structural use of Concrete", IS 800: "Structural use of steelwork in building" and parts of British codes. At Lodha, we got the chance to use other codes too like SP 27, IS 10262.

Administrative Work Learned that engineering in the private sector means complete usage of the resource even few steps above to manage a job. Thus, they require substantial administrative input in addition to technical input and engineers need to be able to do this. Although not glamorous, administrative work is an inevitable part of the job and there is no escaping it. It is very important to calculate each resource hours for a particular task before hiring as it involves cost, time, and quality and avoids confusion. Therefore, by just hiring an individual without calculations, it’s evident that the firm is non-organized.

Office Culture

The change from student life to working life was drastic. We suddenly found in a professional environment where we learnt to: • Focus on work during office hours, keeping personal matters to a minimum • Keep superiors informed and satisfied regarding assigned jobs • Avoid disturbing others, choose right time to interrupt them; speak quietly where ever applicable • Be responsible Return things to their original state after use; keep the office tidy • Be punctual Come and go on time

Social Skills

At work, there was a significant improvement in communication skills. Learnt to deal with people of all levels i.e., site workers, other trainees, draftspersons, engineers and directors. Good relations were maintained with all employees to avoid potential conflicts. Tactfulness, modesty and respect were practiced at all times. Dealing with superiors was tricky business. The famous quote, "A man should live with his superiors as he does with his fire: not too near, lest he burn; not too far, lest he freeze." (Albert Pike) very much applies at the workplace.

68


Teamwork

Teamwork was present in the following activities: • Billing Manager submitted drawings. We checked these and asked them to correct mistakes, if any. We sometimes had to work together to issue drawings before a deadline. • We often assisted the Project billing engineer in administrative drafting work when he had more work than he could handle alone or to help him catch up with backlog. • Site visits were of full learning’s for us and kind of adventures as it involves checking for rebar’s at extreme heights exposed to heavy winds.

Leadership Skills

Being a trainee, we were at the bottom of the organizational ladder, had no subordinates and therefore, had nobody to lead; therefore the tasks assigned to us did not involve leadership. Nevertheless, we did learn by observing project managers lead their respective teams. They all have the following traits in common:

• They set a good example through their own discipline, enthusiasm and hard work. • They approach team members in a considerate, friendly and humble manner. • They encourage them in return for good performance. • They are strict and demanding when necessary.

Management Skills

We were in control of my own affairs and managed our time and tasks by prioritizing the level of urgency and importance.

Competence, Awareness and Training

The Organization; 1. Determined necessary competence per function in the form of Competency Matrix. 2. Worked out the available competence of each person who is performing that function. 3. Worked out Training requirements by considering needs as per Competency Matrix. 4. Prepared a Training Calendar to plan Training Activities. 5. Providing necessary trainings as per Training Calendar.

69


Maintaining appropriate records of education, training, skill and experience of all persons connected with maintenance of final Products Quality. A procedure is established to identify competency needs for personnel performing activities, which affect the quality, to provide training to satisfy the implied needs and to evaluate the effectiveness of the training provided. All the employees are made aware of the relevance and importance of their activities and how they contribute to the achievement of the quality objectives. Appropriate records of the educational qualification, experience and training are maintained by HR Manager.

Safety Training & Awareness

In a design office, unlike a construction site, there is very little that can endanger the safety of employees. Despite this, LODHA takes every precaution to ensure nobody gets hurt. We attended the safety sessions such as tool box talk, pep talk. Observation: The workstation audit about the suitability of our computer screens, seats and lighting was incomplete. Finally, during our site visits, we wore safety helmets.

Helipad Importance:

There is awaiting future for these kinds of buildings in the future. “Future is in our hands”, these kinds of facilities are very useful for the rich delicates with nation level business importance. In future airways become much cheaper making easy for the people with business strategies, political kings.

Conclusions and Suggestions

At the first sketch, the company’s project was in fact a commercial one however due to

economic downfall the plan has changed its due course by taking risk management into consideration. Hence, the entire commercial plan has been replaced by sky villa which is a residential and first of its kind. Also, if a license is issued towards a commercial project at a particular place then it has to be a commercial project, apparently the license has been converted from commercial to residential, therefore, managing risk results in company’s growth. Effective project leaders bring adverse group together by clarifying goals.

At the beginning, company has introduced a consultant to look after the project as reason they’ve appointed FABS (Facilities and Building Solutions). As expected by the

70


company FABS were able to perform the tasks as in contract, apparently the consultants worked efficiently with only 4 engineers and successfully completed the vital 10 % of the work and floors been built there after, however Lodha felt that the communication, data reporting been a major issue by the consultants because of less staff and removed the consultants and took positions to execute the project by hands, which resulted in positive scheduling and data compilation. Hence, one should not only see the experience track but also it is very essential to screen thoroughly before selecting a consultant.

The project is lag by few days and the reason for the delay is not following safety guidelines. Yes it’s because of lack of safety guide, while blasting the material flew and fell on the neighborhood’s rooftops. Angry association decided to stop the work and they did it for more than three months.

Hence, it is highly recommended to follow the safety guidelines wherever possible and every firm especially construction company needs to have Safety Manager but no conditions apply.

While at work, the machinery, resource should not be kept idle everything and every resource has to be used effectively to reduce the cost to company and wastages. Also redundancy of work needs to be eliminated which might happen because of more resources and improper delegation of works. Human resource teams have to calculate the work hours and the business flow before hiring an employee. This would save cost to company and also helps other staff, which actually is multitasking, oriented.

Suggestion For the management to check the progress of the work at site literally from the head office or for a project manager, to survey the safety aspects of the site, to check the logistics, settings out works, for that matters any aspect of the project can be surveyed without deviation.

This can be done with the help of a PAN camera or with a Digital camera fixed to a crane, apparently it should be operated (robotics) or otherwise.

Positive stroke Work can be monitored. Targets can be met as scheduled or may be even before. Fatal accident‟s can be prevented. Thefts and other damages can be prevented.

71


Negative Stroke Costly affair, Staff if they came to know about the surveillance the efficiency/quality may change.

References

1. LODHA’s Staff

2. Civil Engineering Journal ‘www.academicjournals.org’

3. IS Codes

4. DGCA Guidelines.

72

Documents

Kiran Report