NEWCASTLE UPON TYNE HOSPITAL NHS FOUNDATION TRUST
EXECUTIVE TEAM REPORT
HELIPORT, ROYAL VICTORIA INFIRMARY
1. BACKGROUND
The heliport at the RVI was finally brought fully into operation in 2011. This was following strengthening works on the original structure to accommodate the RAF Sea King helicopter which responded as the Coastguard Search and Rescue. This aircraft had provided a service into the RVI for many years regularly transporting mothers and premature babies from Cumbrian hospitals, Casualties from offshore incidents and the Lake District.
In 2006 the part-privatisation was announced by Minister for Defence Procurement Lord Drayson and Shipping Minister Stephen Ladyman. “The Private Finance Initiative scheme could see civilian aircrew operating alongside military ones at SAR bases”.
In March 2013 the Department for Transport announced that it had signed a contract with Bristow Helicopters Ltd to provide search and rescue helicopter services in the UK with operations commencing progressively from 2015. The new service is expected to be fully operational across the United Kingdom by Summer 2017 and will use Agusta Westland AW189 and Sikorsky S-92 based at ten locations around the UK.
The result in this change of operation of the Coastguard Search and Rescue (SAR) service has created a situation whereby a SAR Sikorsky S-92 helicopter cannot land on the heliport at the RVI. Since the introduction of Bristow’s this is the aircraft which has responded to the RVI using the secondary landing site on Castle Leazes Moor.
Concern was raised as soon as this became apparent and enquiries were made to establish a way forward and reinstate the heliport to receive these aircraft. The philosophy has always been to deliver a stabilised patient to the A&E department as quickly as possible to greatly increase the chance of survival in extreme circumstances.
In order to receive a Sikorsky S92 the specification of this would need to be 33 metres in diameter with a load capacity of 12 ton. The current weight limit is 9.7 ton and the aircraft diameter is 29 metres.
Bristow’s have confirmed that they will not use the heliport until there is alleviation in the current specifications. This has been proved in the past where the S92 replaced the Sea King flying into helidecks on offshore facilities. This was achieved by using a consultant, Consultavia to carry out the risk assessment. This risk assessment has been accepted by the Health and Safety Executive for the use helidecks aboard offshore installations.
This overall scenario was put to the Civil Aviation Authority are currently reviewing hospital heliports. The relevant document is CAP 1264 (Civil Aviation Publication on Air Ambulance Operations) which states “the safety of helicopter operations is clearly paramount to any design for an HLS at a hospital and there can be no alleviations from the regulations due to the emergency nature of an operation”.
Communication has been followed through with both Bristow’s and the CAA but as yet there has been no positive developments as such in moving matters forward. There have also been meetings with Newcastle International Airport from whom we contract the RVI heliport safety. Richard Knight, Operations Director at Newcastle International Airport has taken up the case with Bristow’s but we are still awaiting a response to be in a position where we can confirm that the Sikorsky will land at the RVI sometime in the future.
We have provided Bristow with all of the technical documentation on the construction of the heliport.
On occasions when the Sikorsky aircraft has approached the secondary landing site the pilot has purposely flown over the elevated pad clearly checking its position, approach etc. Due to this contact was made with SAR at Lossiemouth in an attempt to re-establish radio communications with the SAR helicopters and the PAD as was the case with the RAF Sea King. We were informed that this would not be necessary as the Sikorsky would not use the rooftop helipad at all.
It must also be considered that the secondary landing site used by Bristow’s is not marked out; being soft ground with cattle grazing on it coupled with the public use a footpath close to the site. Crews have already been briefed as to the dangers of passing by inebriated members of the public approaching them. An overriding concern is the prolonged increase in time when transporting a patient via Ambulance to A&E. The availability of an ambulance can also be an issue. If this most disappointing scenario continues to be the case it may well be considered necessary to create a purpose built, ground level heliport within reasonable proximity to the hospital.
2. IN SUMMARY
(i) To acknowledge that all steps possible are being taken to do all that we can to continue as an H2 port with ongoing dialogue from all parties to resolve the use of raised helipads for Air Ambulance and Sea Air Rescue.
(ii) To continue with Newcastle International Airport to support service fire fighters with a review at the end of six months.
(iii) If no resolution can be found with all parties, CAA and Bristow are to use the secondary landing site at Castle Leazes Moor, for the Sea Air Rescue.
(iv) The feasibility and cost of upgrading the structure is to be further explored albeit the inherent PFI constraints shall no doubt feature as a challenge.
Rob Sanderson
Chief Building Officer
22nd April 2016