C-2 Attachment 3 AC150_5390_2c_Heliport Design.pdf

AdvisoryU.S. Department of Transportation

Circular Federal Aviation Administration

Subject: Heliport Design Date: 4/24/2012 AC No: 150/5390-2C Initiated by: AAS-100 Change:

1. Purpose. This advisory circular (AC) provides standards for the design of heliports serving helicopters with single rotors. Apply basic concepts to facilities serving helicopters with tandem (front and rear) or dual (side by side) rotors, however many standards will not apply.

2. Cancellation. This AC cancels AC 150/5390-2B, Heliport Design, dated September 30, 2004.

3. Application. The Federal Aviation Administration (FAA) recommends the guidelines and specifications in this AC for materials and methods used in the construction of heliports. In general, use of this AC is not mandatory. However, use of this AC is mandatory for all projects funded with federal grant monies through the Airport Improvement Program (AIP) and with revenue from the Passenger Facility Charge (PFC). See Grant Assurance No. 34, Policies, Standards, and Specifications, and PFC Assurance No. 9, Standards and Specifications. For information about grant assurances, see http://www.faa.gov/airports/aip/grant_assurances/. The use of terms implying strict compliance applies only to those projects. Other federal agencies, states, or other authorities having jurisdiction over the construction of other heliports decide the extent to which these standards apply.

4. Principal changes.

a. Changed the term for the helicopter overall length (OL) to ‘D’ or ‘D-value.’

b. Added definitions for design loads for static and dynamic load-bearing areas (LBA).

c. Added guidance for pavement or structure larger than the touchdown and liftoff area (TLOF), but less than the size of the final approach and take off (FATO).

d. Added guidance for turbulence effects.

e. Added guidance to provide adequate clearance between parking areas and taxi routes and within parking areas.

f. Added guidance for minimum dimensions of curved approach/departure airspace.

g. Added guidance for Touchdown/Positioning Circle (TDPC) Marking.

h. Added guidance for Flight Path Alignment Guidance markings and lights.

i. Added an appendix providing guidance for Emergency Helicopter Landing Facility Requirements

(EHLF).

j. Added FATO to FATO separation distance for simultaneous operations.

k. Revised standards for size of “H” for general aviation heliports.

l. Added increased TLOF size when the FATO of a hospital heliport is not load bearing.

http://www.faa.gov/airports/aip/grant_assurances/�

AC 150/5390-2C 4/24/2012

n. Combined chapter 6, Non-Precision Instrument Operations and Chapter 7, Precision Approach

Operations into chapter 6, Instrument Operations. Reference FAA Order 8620 series.

o. To improve the legibility of the AC, changed the format to a single column and nested the tables in the text.

p. Deleted requirements for load bearing capacity of a FATO at general aviation and hospital heliports when the TLOF is marked.

q. Changed color of landing direction lights from yellow to green.

r. Added references to Engineering Brief 87, Heliport Lights for Visual Meteorological Conditions

(VMC).

5. Use of metrics. This AC includes both English and metric dimensions. The metric conversions may not be exact equivalents, and the English dimensions govern.

6. Copies of this AC. This and other advisory circulars published by the Office of Airport Safety and

Standards are available on the FAA Office of Airports web page at www.faa.gov/airports.

MICHAEL J. O’DONNELL

Director of Airport Safety and Standards ii http://www.faa.gov/airports

4/24/2012 AC 150/5390-2C

TABLE OF CONTENTS

Paragraph Page

Chapter 1. Introduction

101. Background

102. General

103. Facilities

104. Planning

105. Existing heliports

106. Location

107. AC organization

108. Explanation of terms

109. Selection of approach/departure paths

110. Notification requirements

111. Hazards to air navigation

112. Federal assistance

113. Environmental impact analyses

114. Access to heliports by individuals with disabilities

115. State role

116. Local role

117. Related referenced material

Chapter 2. General Aviation Heliports

201. General

202. Applicability

203. Prior permission required (PPR) facilities

204. Access by individuals with disabilities

205. Heliport site selection

206. Basic layout

207. Touchdown and liftoff area (TLOF)

208. Final approach and takeoff area (FATO)

209. Safety area

210. VFR approach/departure paths

211. Heliport protection zone (HPZ)

212. Wind cone

213. Taxiways and taxi routes

214. Helicopter parking

215. Heliport markers and markings

216. Heliport lighting

217. Marking and lighting of difficult-to-see objects

218. Safety considerations

219. Visual glideslope indicators (VGSI)

220. Terminal facilities

221. Zoning and compatible land use iii

Chapter 3. Transport Heliports

301. General

302. Applicability

303. Access by individuals with disabilities

304. Heliport site selection

305. Basic layout

306. Touchdown and liftoff area (TLOF)

307. Final approach and takeoff area (FATO)

308. Safety area

309. VFR approach/departure paths

310. Heliport protection zone (HPZ)

311. Wind cone

312. Taxiways and taxi routes

313. Helicopter parking

314. Heliport markers and markings

315. Heliport lighting

316. Marking and lighting of difficult-to-see objects

317. Safety considerations

318. Visual glideslope indicators (VGSI)

319. Terminal facilities

320. Zoning and compatible land use

Chapter 4. Hospital Heliports

401. General

402. Applicability

403. Access by individuals with disabilities

404. Heliport site selection

405. Basic layout

406. Touchdown and liftoff area (TLOF)

407. Final approach and takeoff area (FATO)

408. Safety area

409. VFR approach/departure paths

410. Heliport protection zone (HPZ)

411. Wind cone

412. Taxiways and taxi routes

413. Helicopter parking

414. Heliport markers and markings

415. Heliport lighting

416. Marking and lighting of difficult-to-see objects

417. Safety considerations

418. Visual glideslope indicators (VGSI)

419. Zoning and compatible land use

Chapter 5. Helicopter Facilities on Airports

501. General iv

502. Applicability

503. Touchdown and liftoff area (TLOF)

504. Final approach and takeoff area (FATO)

505. Safety area

506. VFR approach/departure paths

507. Heliport protection zone (HPZ)

508. Taxiways and taxi routes

509. Helicopter parking

510. Security

Chapter 6. Instrument Operations

601. General

602. Planning

603. Airspace

604. Final approach reference area (FARA)

605. Improved lighting system

606. Obstacle evaluation surfaces

Chapter 7. Heliport Gradients and Pavement Design

701. General

702. TLOF gradients

703. FATO gradients

704. Safety area gradients

705. Parking area gradients

706. Taxiway and taxi route gradients

707. Design loads

708. Pavement design and soil stabilization

Appendix A. Emergency Helicopter Landing Facilities (EHLF)

Appendix B. Helicopter Data

Appendix C. Dimensions for Marking Size and Weight Limitations

Appendix D. Associated Publications and Resources

LIST OF FIGURES

Figure 1–1. Form 7480-1, Notice of Landing Area Proposal

Figure 1–2. Example of a Heliport Layout Plan

Figure 1–3. Example of a Heliport Location Map

Figure 1–4. Offsite Development Requiring Notice to the FAA

Figure 2–1. Essential Features of a Heliport: General Aviation v

Figure 2–2. TLOF/FATO Safety Area Relationships and Minimum Dimensions: General Aviation

Figure 2–3. Elongated FATO with Two Takeoff Positions: General Aviation

Figure 2–4. Elevated Heliport: General Aviation

Figure 2–5. Additional FATO Length for Heliports at Higher Elevations: General Aviation

Figure 2–6. Non-load-bearing FATO and Safety Area: General Aviation

Figure 2–7. VFR Heliport Approach/Departure and Transitional Surfaces: General Aviation

Figure 2–8. Curved Approach/Departure: General Aviation

Figure 2–9. VFR PPR Heliport Lateral Extension of the 8:1 Approach / Departure Surface: General

Aviation

Figure 2–10. VFR PPR Heliport Lateral Extension of the Curved 8:1 Approach / Departure Surface:

General Aviation

Figure 2–11. Flight Path Alignment Marking and Lights: General Aviation

Figure 2–12. Heliport Protection Zone: General Aviation

Figure 2–13. Taxiway/Taxi Route Relationship – Paved Taxiway: General Aviation

Figure 2–14. Taxiway/Taxi Route Relationship – Unpaved Taxiway with Raised Edge Markers: General

Aviation

Figure 2–15. Taxiway/Taxi Route Relationship – Unpaved Taxiway with Flush Edge Markers: General

Aviation

Figure 2–16. Parking Area Design – “Taxi-through” Parking Positions: General Aviation

Figure 2–17. Parking Area Design – “Turn-around” Parking Positions: General Aviation

Figure 2–18. Parking Area Design – “Back-out” Parking Positions: General Aviation

Figure 2–19. “Turn-around” Parking Position Marking: General Aviation

Figure 2–20. “Taxi-through” and “Back-out” Parking Position Marking: General Aviation

Figure 2–21. Parking Position Identification, Size, and Weight Limitations: General Aviation

Figure 2–22. Standard and Alternate TLOF Marking: General Aviation

Figure 2–23. Standard Heliport Identification Symbol, TLOF Size and Weight Limitations: General

Aviation

Figure 2–24. Extended Pavement / Structure Marking: General Aviation

Figure 2–25. Paved TLOF/Paved FATO – Paved TLOF/ Unpaved FATO – Marking: General Aviation 49

Figure 2–26. Unpaved TLOF/Unpaved FATO – Marking: General Aviation

Figure 2–27. Marking a Closed Heliport: General Aviation

Figure 2–28. Elevated TLOF – Perimeter Lighting: General Aviation

Figure 2–29. TLOF/FATO Flush Perimeter Lighting: General Aviation

Figure 2–30. TLOF Flush and FATO Raised Perimeter Lighting: General Aviation

Figure 2–31. Landing Direction Lights: General Aviation

Figure 2–32. Airspace Where Marking and Lighting are Recommended: Straight Approach: General

Aviation

Figure 2–33. Airspace Where Marking and Lighting are Recommended: Curved Approach: General

Aviation

Figure 2–34. Caution Sign: General Aviation

Figure 2–35. Visual Glideslope Indicator Siting and Clearance Criteria: General Aviation

Figure 3–1. Typical Transport Heliport: Transport

Figure 3–2. TLOF/FATO Safety Area Relationships and Minimum Dimensions: Transport

Figure 3–3. Elongated FATO with Two Takeoff Positions: Transport

Figure 3–4. Elevated Heliport: Transport

Figure 3–5. Additional FATO Length for Heliports at Higher Elevations: Transport

Figure 3–6. Non-load-bearing Safety Area: Transport

Figure 3–7. VFR Heliport Approach/Departure and Transitional Surfaces: Transport vi

Figure 3–8. Curved Approach/Departure: Transport

Figure 3–25. Airspace Where Marking and Lighting are Recommended: Straight Approach: Transport101

Figure 4–13. Taxiway/Taxi Route Relationship – Unpaved Taxiway with Raised Edge Markers: Hospital

Figure 3–9. Flight Path Alignment Marking and Lights: Transport

Figure 3–10. Heliport Protection Zone: Transport

Figure 3–11. Taxiway/Taxi Route Relationship, Centerline and Edge Marking: Transport

Figure 3–12. “Turn-around” Helicopter Parking Position Marking: Transport

Figure 3–13. “Taxi-through” Helicopter Parking Position Marking: Transport

Figure 3–14. Parking Area Design – “Turn-around” Parking Positions: Transport

Figure 3–15. Parking Area Design – “Taxi-through” Parking Position

Figure 3–16. Parking Position Identification, Size and Weight Limitations: Transport

Figure 3–17. Standard Heliport Identification Symbol, TLOF Size and Weight Limitations: Transport ..89

Figure 3–18. Paved TLOF/Paved FATO – Paved TLOF/Unpaved FATO – Marking: Transport

Figure 3–19. Marking a Closed Heliport: Transport

Figure 3–20. TLOF and FATO Flush Perimeter Lighting: Transport

Figure 3–21. FATO Raised and TLOF Flush Perimeter Lighting: Transport

Figure 3–22. Optional TLOF Lights: Transport

Figure 3–23. Elevated FATO – Perimeter Lighting: Transport

Figure 3–24. Landing Direction Lights: Transport

Figure 3–26. Airspace Where Marking and Lighting are Recommended: Curved Approach: Transport 102

Figure 3–27. Caution Sign: Transport

Figure 3–28. Visual Glideslope Indicator Siting and Clearance Criteria: Transport

Figure 4–1. Essential Features of a Ground-level Hospital Heliport: Hospital

Figure 4–2. TLOF/FATO Safety Area Relationships and Minimum Dimension: Hospital

Figure 4–3. Elongated FATO with Two Takeoff Positions: Hospital

Figure 4–4. Additional FATO Length for Heliports at Higher Elevation: Hospital

Figure 4–5. Rooftop Hospital Heliport: Hospital

Figure 4–6. VFR Heliport Approach/Departure and Transitional Surfaces: Hospital

Figure 4–7. Curved Approach/Departure: Hospital

Figure 4–8. VFR Heliport Lateral Extension of the 8:1 Approach / Departure Surface: Hospital

Figure 4–9. VFR Heliport Lateral Extension of the Curved 8:1 Approach/Departure Surface: Hospital 122

Figure 4–10. Flight Path Alignment Marking and Lights: Hospital

Figure 4–11. Heliport Protection Zone: Hospital

Figure 4–12. Taxiway/Taxi Route Relationship – Paved Taxiway: Hospital

Figure 4–14. Taxiway/Route Relationship – Unpaved Taxiway with Flush Edge Markers: Hospital

Figure 4–15. Parking Area Design – “Taxi-through” Parking Positions: Hospital

Figure 4–16. Parking Area Design – “Turn-around” Parking Positions: Hospital

Figure 4–17. Parking Area Design – “Back-out” Parking Positions: Hospital

Figure 4–18. “Turn-around” Helicopter Parking Position Marking: Hospital

Figure 4–19. “Taxi-through” and “Back-out” Helicopter Parking Position Marking: Hospital

Figure 4–20. Parking Position Identification, Size, and Weight Limitations: General Aviation

Figure 4–21. Standard Hospital Heliport Identification Symbols: Hospital

Figure 4–22. Alternative Hospital Heliport Identification Symbols: Hospital

Figure 4–23. Paved TLOF/Paved FATO – Paved TLOF/Unpaved FATO – Marking: Hospital

Figure 4–24. Unpaved TLOF/Unpaved FATO – Marking: Hospital

Figure 4–25. TLOF Size and Weight Limitations: Hospital vii

Figure 4–26. Extended Pavement or Structure Marking: Hospital

Figure 4–27. Marking a Closed Heliport: Hospital

Figure 4–28. Flush TLOF/FATO Perimeter Lighting: Hospital

Figure 4–29. Elevated TLOF, Safety Net and Lighting Heliport Partial Elevation: Hospital

Figure 4–30. Flush TLOF and Raised FATO Perimeter Lighting: Hospital

Figure 4–31. Landing Direction Lights: Hospital

Figure 4–32. Airspace Where Marking and Lighting are Recommended: Hospital

Figure 4–33. Airspace Where Marking and Lighting are Recommended: Curved Approach: Hospital .. 156

Figure 4–34. Caution Sign: Hospital

Figure 4–35. Visual Glideslope Indicator Siting and Clearance Criteria: Hospital

Figure 5–1. Heliport Located on an Airport: On Airport

Figure 6–1. FARA/FATO Relationship: Precision

Figure 6–2. Heliport Instrument Lighting System (HILS): Non-precision

Figure 6–3. Heliport Approach Lighting System

Figure 7–1. Heliport Grades and Rapid Runoff Shoulder: Gradients and Pavement

Figure 7–2. Helicopter Landing Gear Loading: Gradients and Pavement

Figure 7–3. FATO Elevation

Figure A-1. Rooftop Emergency Landing Facility

Figure B–1. Helicopter Dimensions

Figure C–1. Form and Proportions of 36 Inch (91 cm) Numbers for Marking Size and Weight Limitations

Figure C–2. Form and Proportions of 18 Inch (45.7 cm) Numbers for Marking Size and Weight

Limitation

LIST OF TABLES

Table 2-1. Minimum VFR Safety Area Width as a Function of General Aviation and PPR Heliport Markings

Table 2-2. Taxiway/Taxi Route Dimensions – General Aviation Heliports

Table 3-1. Taxiway and Taxi Route Dimensions – Transport Heliports

Table 4-1. Minimum VFR Safety Area Width as a Function of Hospital Heliport Markings

Table 4-2. Taxiway / Taxi Route Dimensions – Hospital Heliports

Table 5-1. Recommended Distance between FATO Center to Runway Centerline for VFR Operations 161 viii

Chapter 1. Introduction

101. Background. Section 103 of the Federal Aviation Act of 1958 states in part, “In the exercise and performance of his power and duties under this Act, the Secretary of Transportation shall consider the following, among other things, as being in the public interest: (a) The regulation of air commerce in such manner as to best promote its development and safety and fulfill the requirements of defense; (b) The promotion, encouragement, and development of civil aeronautics . . .” This public charge, in effect, requires the development and maintenance of a national system of safe heliports. Using the standards and recommendations contained in this publication in the design of heliports supports this public charge.

These standards and recommendations, however, do not limit or regulate the operations of aircraft. When it is not feasible to meet all the standards and recommendations in this AC, consult with the appropriate offices of the Federal Aviation Administration (FAA) Office of Airports and Flight Standards Service to identify any adjustments to operational procedures necessary to accommodate operations to the maximum extent.

102. General. This chapter provides an explanation of terms used in this AC, describes the notification responsibilities of heliport proponents to FAA, provides general siting guidance, and identifies sources of technical information relating to heliport planning and design of a civil heliport.

103. Facilities. While heliports can be large and elaborate, most are not. The basic elements of a heliport are clear approach/departure paths, a clear area for ground maneuvers, final approach and takeoff area (FATO), touchdown and liftoff area (TLOF), safety area, and a wind cone. This minimal facility may be adequate as a private use prior permission required (PPR) heliport, and may even suffice as the initial phase in the development of a public use heliport capable of serving the general aviation segment of the helicopter community.

104. Planning. While the heliport itself may be simple, the planning and organization required to properly put one into place can be intimidating. Consider the physical, technical, and public interest matters described in this document in the planning and establishment of a heliport. While this AC is a technical document intended to help engineers, architects, and city planners design, locate, and build the most effective heliport, anyone considering the construction of a heliport can use it. Figures in this document are general representations and are not to scale.

105. Existing heliports. When a change to an existing heliport requires the submission of FAA Form 7460-1, Notice of Proposed Construction or Alteration, or FAA Form 7480-1, Notice of Landing Area Proposal, bring the heliport up to current standards. It may not, however, be feasible to meet all current standards at existing heliports. In those cases, consult with the appropriate offices of the FAA Office of Airports and Flight Standards Service to identify any adjustments to operational procedures necessary to accommodate operations to the maximum extent.

106. Location. The optimum location for a heliport is near the desired origination and/or destination of the potential users. Industrial, commercial, and business operations in urban locations are demand generators for helicopter services, even though they often compete for the limited ground space available.

Heliport sites may be adjacent to a river or a lake, a railroad, a freeway, or a highway, all of which offer the potential for multi-functional land usage. These locations also have the advantage of relatively unobstructed airspace, which can be further protected from unwanted encroachment by properly enacted zoning. As vertical flight transportation becomes more prevalent, requirements for scheduled “airline type” passenger services may necessitate the development of an instrument procedure to permit “all weather” service.

107. AC organization. This AC is structured to provide communities and persons intending to develop a heliport, or become involved in regulating helicopter facilities, with general guidance on heliport requirements. The AC covers general aviation heliports (including PPR), transport heliports, hospital heliports, and emergency landing facilities. It is important for a heliport proponent to be familiar with the terminology used in this specialized field. This chapter defines terms used in the industry and identifies actions common to developing a heliport.

a. General aviation heliports. The term “general aviation” is technically defined as “flights conducted by operators other than Title 14 of the Code of Federal Regulations (CFR) Part 121 or Part 135 certificate holders.”1 However, for the purposes of this AC, “general aviation” refers to all helicopter operations other than scheduled passenger service. Hospital heliports and emergency landing facilities fall under general aviation, but are treated separately in the AC due to their unique requirements. General aviation heliports are normally privately owned although they can be publicly owned. Find design standards for general aviation heliports in Chapter 2.

b. Transport heliports. Transport heliports will provide the community with a full range of vertical flight services including scheduled service by air carriers (airlines) using helicopters. These operations will require a more extensive airside and landside infrastructure with the potential capability to operate in instrument meteorological conditions. Find design standards for transport heliports in Chapter 3.

c. Hospital heliports. Hospital heliports are general aviation heliports that provide a unique public service. They are normally located close to the hospital emergency room or a medical facility. Find design standards for hospital heliports in 4Chapter 4.

d. Helicopter facilities on airports. When there are a significant number of helicopter operations on an airport, consider developing separate facilities specifically for helicopter use. Chapter 5 addresses helicopter facilities on airports.

e. Instrument operations. With the introduction of the global positioning system (GPS), it is now practical for heliports to have instrument approach procedures. Good planning suggests that heliport proponents plan for the eventual development of instrument approaches to their heliports. Consider the recommendations in Chapter 6 in contemplating future instrument operations at a heliport. It is wise to consider these issues during site selection and design.

f. Heliport gradients and pavement design. 4Chapter 7 addresses heliport gradients and pavement design issues.

g. The appendices provide information about emergency helicopter landing facilities, helicopter dimensional data, form and proportions of certain heliport markings, and a list of publications and resources referenced in this AC.

108. Explanation of terms. The Pilot/Controller Glossary of the Aeronautical Information Manual (AIM) defines terms used in the Air Traffic System. Copies of the AIM are available from the FAA web site http://www.faa.gov/atpubs. Other terms used in this publication follow:

a. Air taxi. Used both to refer to on-demand air carriers and as a synonym for “hover taxi.” See hover taxi.

b. Approach/departure path. The flight track helicopters follow when landing at or departing from a heliport. The approach/departure paths may be straight or curved.

1Plane Sense General Aviation Information, U.S. Department of Transportation FAA-H-8083-19A, http://www.faa.gov/library/manuals/aviation/media/faa-h-8083-19A.pdf http://www.faa.gov/atpubs� http://www.faa.gov/library/manuals/aviation/media/faa-h-8083-19A.pdf

c. Design helicopter. A single or composite helicopter that reflects the maximum weight, maximum contact load/minimum contact area, overall length (D), rotor diameter (RD), tail rotor arc radius, undercarriage dimensions, and pilot’s eye height of all helicopters expected to operate at the heliport.

d. D (Formerly “OL”). The overall length of the helicopter, which is the dimension from the tip of the main or forward rotor to the tip of the tail rotor, fin, or other rear-most point of the helicopter.

This value is with the rotors at their maximum extension. See Figure B–1. If only the value of the rotor diameter (RD) is known, estimate the value for D using the relationship D = 1.2 RD (or conversely, RD =

0.83 D).

e. Design loads. Design and construct the TLOF and any load-bearing surfaces to support the loads imposed by the design helicopter and any ground support vehicles and equipment.

(1) Static load. 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. See paragraph 707.

(2) Dynamic load. For design purposes, assume the dynamic load at 150 percent of the maximum takeoff weight of the design helicopter applied through the main undercarriage on a wheel-equipped helicopter or aft contact areas of skid-equipped helicopter. See paragraph 707.

f. Elevated heliport. A heliport located on a rooftop or other elevated structure where the TLOF is at least 30 inches (76 cm) above the surrounding surface (a ground level heliport with the TLOF on a mound is not an elevated heliport).

g. Emergency helicopter landing facility (EHLF). A clear area at ground level or on the roof of a building capable of accommodating helicopters engaged in fire fighting and/or emergency evacuation operations. An EHLF meets the definition of a heliport in this AC and under Title 14 CFR Part 157, Notice of Construction, Alteration, Activation, and Deactivation of Airports.

h. Final approach and takeoff area (FATO). A defined area over which the pilot completes the final phase of the approach to a hover or a landing and from which the pilot initiates takeoff. The FATO elevation is the lowest elevation of the edge of the TLOF. See Figure 7–3.

i. Final approach reference area (FARA). An obstacle-free area with its center aligned on the final approach course. It is located at the end of a precision instrument FATO.

j. Flush lights. Where the term “flush lights” is specified in this AC, interpret it as including semi-flush lights.

k. Frangible/frangibly mounted. While there is no accepted standard for frangibility in regard to helicopter operations, remove all objects from a FATO or safety area except those of the lowest mass practicable and frangibly mounted to the extent practicable.

l. General aviation heliport. A heliport intended to accommodate individuals, corporations, helicopter air taxi operators, and public safety agencies. For the purposes of this AC, “general aviation” refers to all helicopter operations other than scheduled passenger service. Hospital heliports and emergency landing facilities fall under general aviation, but are treated separately in the AC due to their unique requirements.

m. Ground taxi. The surface movement of a wheeled helicopter under its own power with wheels touching the ground.

n. Hazard to air navigation. Any object having a substantial adverse effect upon the safe and efficient use of the navigable airspace by aircraft, upon the operation of air navigation facilities, or upon existing or planned airport/heliport capacity as determined by the FAA.

o. Heliport. The area of land, water, or a structure used or intended to be used for the landing and takeoff of helicopters, together with appurtenant buildings and facilities.

p. Heliport elevation. The highest point of the TLOF expressed as the distance above mean sea level.

q. Heliport imaginary surfaces. The imaginary planes defined in Title 14 CFR Part 77, Safe, Efficient Use, and Preservation of the Navigable Airspace, centered about the FATO and the approach/departure paths, which are used to identify the objects where notice to and evaluation by the FAA is required. Recommendations may include realignment of approach/departure paths or removal, lowering, marking and lighting of objects.

r. Heliport layout plan. The plan of a heliport showing the layout of existing and proposed heliport facilities including the approach/departure paths.

s. Heliport protection zone (HPZ). An area off the end of the FATO and under the approach/departure path intended to enhance the protection of people and property on the ground.

t. Heliport reference point (HRP). The geographic position of the heliport expressed as the latitude and longitude at:

(1) The center of the FATO, or the centroid of multiple FATOs, for heliports having visual and non-precision instrument approach procedures; or

(2) The center of the FARA when the heliport has a precision instrument procedure.

u. Helistop. A term sometimes used to describe a minimally developed heliport for boarding and discharging passengers or cargo. This AC does not use this term, as the design standards and recommendations this AC apply to all heliports.

v. Hospital heliport. A heliport limited to serving helicopters engaged in air ambulance, or other hospital related functions. A designated helicopter landing area located at a hospital or medical facility is a heliport and not a medical emergency site.

w. Hover taxi (also called air taxi). The movement of a wheeled or skid-equipped helicopter above the surface. Generally, this takes place at a wheel/skid height of 1 to 5 feet (0.3 to 1.5 m) and at a ground speed of less than 20 knots (37 km/h). For facility design purposes, assume a skid-equipped helicopter to hover-taxi.

x. Landing position. An area, normally located in the center of an elongated TLOF, on which the helicopter lands.

y. Large helicopter. A helicopter with a maximum takeoff weight of more than 12,500 lbs.

z. Load-bearing area (LBA). The portion of the FATO capable of supporting the dynamic load of the design helicopter.

aa. Medical emergency site. An unprepared site at or near the scene of an accident or similar medical emergency on which a helicopter may land to pick up a patient in order to provide emergency medical transport. A medical emergency site is not a heliport as defined in this AC.

bb. Medium helicopter. A helicopter with a maximum takeoff weight of 7,001 to 12,500 lbs.

cc. Obstruction to air navigation. Any fixed or mobile object, including a parked helicopter, of greater height than any of the heights or surfaces presented in subpart C of part 77 (see also paragraph 111 in this AC).

dd. Overall length (D). See D, paragraph 108.d.

ee. Parking pad. The paved center portion of a parking position.

ff. Prior permission required (PPR) heliport. A heliport developed for exclusive use of the owner and persons authorized by the owner and about which the owner and operator ensure all authorized pilots are thoroughly knowledgeable. These features include but are not limited to: approach/departure path characteristics, preferred heading, facility limitations, lighting, obstacles in the area, and size and weight capacity of the facility.

gg. Public use heliport. A heliport available for use by the general public without a requirement for prior approval of the owner or operator.

hh. RD. Rotor Diameter. The length of the main rotor, from tip to tip.

ii. Rotor downwash. The downward movement of air caused by the action of the rotating main rotor blades. When this air strikes the ground or some other surface, it causes a turbulent outflow of air from beneath the helicopter.

jj. Safety area. A defined area on a heliport surrounding the FATO intended to reduce the risk of damage to helicopters accidentally diverging from the FATO.

kk. Shielded obstruction. A proposed or existing obstruction that does not need to be marked or lighted due to its close proximity to another obstruction whose highest point is at the same or higher elevation.

ll. Shoulder line. A marking line perpendicular to a helicopter parking position centerline that is intended to provide the pilot with a visual cue to assist in parking.

mm. Small helicopter. A helicopter with a maximum takeoff weight of 7,000 lbs or less.

nn. Tail rotor arc radius. The distance from the hub of the main rotor to the outermost tip of the tail rotor or the rear-most point of the helicopter tail, whichever is farther.

oo. Takeoff position. An area, normally located on the centerline and at the ends of an elongated TLOF, from which the helicopter takes off. Typically, there are two such positions on an elongated TLOF, one at each end.

pp. Taxi route. An obstruction-free corridor established for the movement of helicopters from one part of a heliport/airport to another. A taxi route includes the taxiway plus the appropriate clearances on both sides.

qq. Taxiway. A marked route between the TLOF and other areas on the heliport. This AC defines two types of helicopter taxiways:

(1) Ground taxiway. A taxiway intended to permit the surface movement of a wheeled helicopter under its own power with wheels on the ground. The minimum dimensions defined for a ground taxiway may not be adequate for hover taxi.

(2) Hover taxiway. A taxiway intended to permit the hover taxiing of a helicopter.

rr. Touchdown and liftoff area (TLOF). A load-bearing, generally paved area, normally centered in the FATO, on which the helicopter lands and/or takes off.

ss. Transport heliport. A heliport intended to accommodate air carrier operators providing scheduled service.

tt. Touchdown/positioning circle (TDPC) marking. A circular marking located in the center of a TLOF or a parking position. When the pilot’s seat is over the TDPC, the whole of the helicopter undercarriage will be within the TLOF or parking position and all parts of the helicopter rotor system will be clear of any obstacle by a safe margin.

uu. Unshielded obstruction. A proposed or existing obstruction that may need to be marked or lighted since it is not near another marked and lighted obstruction whose highest point is at the same or higher elevation.

109. Selection of approach/departure paths. Design heliports to the extent practicable for two approach/departure paths. Consider items such as the following in selecting the approach/departure paths:

a. Wind. Well-designed approach/departure paths permit pilots to avoid downwind conditions and minimize crosswind operations. Align the preferred flight approach/departure path, to the extent feasible, with the predominant wind direction. Base other approach/departure paths on the assessment of the prevailing winds or, when this information is not available, separate such flight paths and the preferred flight path by at least 135 degrees. If it is not feasible to provide complete coverage of wind through multiple approach/departure paths, operational limitations may be necessary under certain wind conditions. See paragraph 101.

b. Obstructions. In determining approach/departure paths, take into account the obstructions in the vicinity of the heliport and, in particular, those likely to be a hazard to air navigation. See paragraph 111.

c. Environmental impacts. In environmentally sensitive areas, select the final approach/departure path(s) to minimize any environmental impact, providing it does not decrease flight safety. See paragraph 113.

110. Notification requirements. Part 157 sets requirements for persons proposing to construct, activate, deactivate, or alter a heliport to give advance notice of their intent to the FAA. This includes changing the size or number of FATOs; adding, deleting, or changing an approach or departure route; or changing heliport status. An example of a heliport status change would be a change from private to public use or vice versa. When notification is required, file Form 7480-1 (see Figure 1–1) with the appropriate FAA Airports Regional or District Office at least 90 days before construction, alteration, deactivation, or change in use. See the FAA Airports web site at http://www.faa.gov/airports/ for contact information.

a. Draw the heliport layout plan to scale showing key dimensions, such as the heliport elevation, TLOF size, FATO size, safety area size, distance from safety area perimeter to property edges, and approach/departure paths showing locations of buildings, trees, fences, power lines, obstructions (including elevations), schools, churches, hospitals, residential communities, waste disposal sites, and other significant features as specified on Form 7480-1 and as suggested in Figure 1–2.

b. The preferred type of location map is the 7.5-minute U.S. Geological Survey Quadrangle Map, available from the US Geological Survey at nationalmap.gov. Web-based maps are also acceptable. Show the location of the heliport site and the approach/departure paths on the map. Point out the heliport site on this map with an arrow. Indicate the latitude and longitude of the proposed heliport in North American Datum of 1983 (NAD-83) coordinates. See Figure 1–3.

c. The FAA role. The FAA will conduct an aeronautical study of the proposed heliport under part 157. Title 14 CFR Part 157.7, FAA determinations, states: “The FAA will conduct an aeronautical study of an airport proposal and, after consultations with interested persons, as appropriate, issue a determination to the proponent and advise those concerned of the FAA determination. The FAA will consider matters such as the effects the proposed action would have on existing or contemplated traffic patterns of neighboring airports; the effects the proposed action would have on the existing airspace structure and projected programs of the FAA; and the effects that existing or proposed manmade objects (on file with the FAA) and natural objects within the affected area would have on the airport proposal.

While determinations consider the effects of the proposed action on the safe and efficient use of airspace by aircraft and the safety of persons and property on the ground, the determinations are only advisory.

Except for an objectionable determination, each determination will contain a determination-void date to http://www.faa.gov/airports/� http://nationalmap.gov/� facilitate efficient planning of the use of the navigable airspace. A determination does not relieve the proponent of responsibility for compliance with any local law, ordinance or regulation, or state or other federal regulation. Aeronautical studies and determinations will not consider environmental or land use compatibility impacts.”

Figure 1–1. Form 7480-1, Notice of Landing Area Proposal

EARHART AVENUE

AUTO PARKING AREA

C

IT

Y

P R

O P

E R

T Y N

OFFICE

FUTURE HELICOPTER PARKING

FATO LIGHTS

FLUSH TLOF PERIMETER LIGHTS

LANDING DIRECTION

C

IT

Y P

R O

P E

R T

Y

APPROACH/

DEPARTURE

DEPARTURE

APPROACH/

LIGHTS

TLOF SURFACE

SURFACE IN-GROUND FATO EDGE MARKERS

SAFETY AREA

HELIPORT PROPERTY LINE

Note: Draw layout diagramsto scale with key dimensions shown as TLOF size, FATO size, safety area size, distances from safety area perimeter to property edges, etc.

AC 150/5390-2C 4/24/2012

Figure 1–2. Example of a Heliport Layout Plan

d. Penalty for failure to provide notice. Persons who fail to give notice are subject to civil penalty under Title 49 United States Code 46301, Civil Penalties, of not more than $25,000 (or $1,100 if the person is an individual or small business concern).

e. Notice exemptions. Paragraph 157.1, Applicability, of part 157 exempts sites meeting one of the conditions below from the requirement to submit notice. These exemptions do not negate a notice or formal approval requirement prescribed by state law or local ordinance. For the purposes of applying the part 157 exemption criteria cited in (2) and (3) below, a landing and associated takeoff is considered to be one operation. Part 157.1 projects are:

(1) [A heliport] subject to conditions of a federal agreement that requires an approved current heliport layout plan to be on file with the FAA, or

(2) [A heliport] at which flight operations will be conducted under visual flight rules (VFR) and which is used or intended to be used for a period of less than 30 consecutive days with no more than 10 operations per day.

(3) The intermittent use of a site that is not an established airport, that is used or intended to be used for less than 1 year, and at which flight operations will be conducted only under VFR. For the purpose of this part, “intermittent use of a site” means:

(a) the site is used or is intended to be used for no more than 3 days in any one week and

(b) no more than 10 operations will be conducted in any one day at that site.

111. Hazards to air navigation. Part 77 establishes requirements for notification to the FAA of objects that may affect navigable airspace. It sets standards for determining obstructions to navigable airspace and provides for aeronautical studies of such obstructions to determine their effect on the safe and efficient use of airspace. Part 77 applies only to public airports and heliports, airports operated by a federal agency or the Department of Defense, and private airports and heliports with at least one FAA-approved instrument approach procedure. See Figure 1–4.

a. FAA studies.

(1) Part 77. Part 77 defines objects that are obstructions to surfaces. Presume these objects to be hazards unless an FAA study determines otherwise. The FAA conducts aeronautical studies to determine the physical and electromagnetic effect on the use of navigable airspace, air navigational facilities, public airports and heliports, and private airports and heliports with at least one FAA-approved instrument approach procedure. The FAA encourages public agencies to enact zoning ordinances to prevent man-made features from becoming hazards to navigation.

(2) Part 157. While the FAA performs aeronautical studies under part 157 (see paragraph 110.c), such studies do not identify hazards to private facilities that do not have an FAA-approved instrument approach.

b. Mitigation of hazards. You may mitigate the adverse effect of an object presumed or determined to be a hazard by:

(1) Removing the object.

(2) Altering the object, for example, reducing its height.

(3) Marking and/or lighting the object, provided an FAA aeronautical study has determined that the object would not be a hazard to air navigation if it were marked and/or lighted. Find guidance on marking and lighting objects in AC 70/7460-1, Obstruction Marking and Lighting.

c. Notification requirements. Part 77 requires persons proposing certain construction or alteration to give 45-day notice to the FAA of their intent. Use FAA Form 7460-1, Notice of Proposed Construction or Alteration to provide notification. See https://oeaaa.faa.gov for more information and to download the form.

d. Heliport development plans. Future public heliport development plans and feasibility studies on file with the FAA may influence the determinations resulting from part 77 studies. Owners of public heliports and owners of private heliports with FAA-approved instrument approach procedures can ensure full consideration of future heliport development in part 77 studies only when they file plans with the FAA.

Include in heliport plan data the coordinates and elevations of planned FATO(s), approach/departure paths including their azimuths, and types of approaches for any new FATO or modification of an existing FATO.

https://oeaaa.faa.gov/�

Figure 1–3. Example of a Heliport Location Map

112. Federal assistance. The FAA administers a grant program that provides financial assistance to eligible sponsors to develop a public use heliport. Information on federal aid program eligibility requirements is available from FAA Airports Regional and District Offices and on the FAA Airports web site, www.faa.gov/airports.

113. Environmental impact analyses. The National Environmental Policy Act of 1969 requires the FAA to consider potential environmental impacts prior to agency decision making, including, for example, the decision to fund or approve a project, plan, license, permit, certification, rulemaking, or operations specification, unless these actions are within an existing categorical exclusion and no http://www.faa.gov/airports� extraordinary circumstances exist. Actions that may require an environmental assessment are normally associated with federal grants or heliport layout plan approvals leading to the construction of a new heliport or significant expansion of an existing heliport.

a. Assessment items. An environmental assessment addresses noise, historic and cultural resources, wildlife, energy conservation, land usage, air quality, water quality, pollution prevention, light emissions and other visual effects, electromagnetic fields, other public health and safety issues, the “no action” alternative and a reasonable range of feasible alternatives, including mitigation not integrated into the alternative initially. It also describes the action taken to ensure public involvement in the planning process. An opportunity for a public hearing may be required for the federally funded development of, or significant improvement to, an existing heliport.

b. Guidance. FAA Order 5050.4, National Environmental Policy Act (NEPA) Implementing Instructions for Airport Projects, and FAA Order 1050.1, Polices and Procedures for Considering Environmental Impacts, and other supplemental guidance from FAA Air Traffic and Flight Standards provide guidance on environmental impact analysis. Contact state and local governments, including metropolitan planning organizations and local transit agencies, directly as they may also require an environmental report. The procedures in AC 150/5020-1, Noise Control and Compatibility Planning for Airports, describe a means of assessing the noise impact. Contact the appropriate FAA Airports Regional or District Office for current information related to assessing noise impact of heliports. Proponents of non-federally assisted heliports work with local governmental authorities concerning environmental issues.

114. Access to heliports by individuals with disabilities. Congress has passed various laws concerning access to airports. Since heliports are a type of airport, these laws are similarly applicable.

Find guidance in AC 150/5360-14, Access to Airports by Individuals with Disabilities.

115. State role. Many state departments of transportation, aeronautical commissions, or similar authorities require prior approval and, in some instances, a license for the establishment and operation of a heliport. Several states administer a financial assistance program similar to the federal program and are staffed to provide technical advice. Contact your respective state aeronautics commissions or departments for particulars on licensing and assistance programs. Contact information for state aviation agencies is available at http://www.faa.gov/airports/resources/state_aviation.

116. Local role. Some communities have enacted zoning laws, building codes, fire regulations, etc.

that can affect heliport establishment and operation. Some have or are in the process of developing codes or ordinances regulating environmental issues such as noise and air pollution. A few localities have enacted specific rules governing the establishment of a heliport. Therefore, make early contact with officials or agencies representing the local zoning board, the fire, police, or sheriff's department, and the elected person(s) who represent the area where the heliport is to be located.

117. Related referenced material. Find a list of related and referenced publications in Appendix D.

http://www.faa.gov/airports/resources/state_aviation/�

200 FT

5000 FT

FINAL APPROACH AND

TAKEOFF AREA (FATO)

Notes:

required by 14 CFR part 77.9).

Building is less than 200 ft [61 m] in height, but top will penetrate the 25:1 surface (notice is

Antenna is less than 200 ft [61 m] in height, and penetrates the 25:1 surface (notice is required by 14 CFR part 77.9 (b)(3)).

Construction crane penetrates 25:1 surface (notice is required by 14 CFR part 77.9 (b)(3)).

Building is less than 200 ft [61 m] in height and does not penetrate the 25:1 surface (notice is not required).

Building is more than 5,000 ft [1,525 m] from heliport (notice is required if building will be 200 ft [61 m] or more in height).

Note: Notice under 14 CFR part 77 required for all public-use heliports or a private use heliport with at least one FAA-approved instrument approach procedure.

[1524 M]

[61 M]

Antenna is over 200 ft [61 m] in height (notice is required by 14 CFR part 77.9 (a)). 2

Figure 1–4. Offsite Development Requiring Notice to the FAA

Chapter 2. General Aviation Heliports

201. General. A general aviation heliport accommodates helicopters used by individuals, corporations, and helicopter air taxi services. While general aviation heliports may be publicly owned, this is not required. Most general aviation heliports are privately owned.

202. Applicability. The standards in this chapter apply to projects funded under the Airport Improvement Program (AIP) or the Passenger Facility Charge (PFC) program. For other projects/heliports, these standards are the FAA’s recommendations for designing all general aviation heliports. The design standards in this chapter assume that there will never be more than one helicopter within the final approach and takeoff area (FATO) and the associated safety area. If there is a need for more than one touchdown and liftoff area (TLOF) at a heliport, locate each TLOF within its own FATO and within its own safety area. Figure 2–1 illustrates the essential features of a general aviation heliport.

Locate the wind cone so that it will not interfere with the Approach/Departure Path or Transitional Surface.

APPROACH/DEPARTURE

SURFACE

Notes:

1.

TLOF size and weight limitation box omitted for clarity. 2.

FATO

TLOF

TLOF PERIMETER

MARKING

WIND

CONE

APPROACH/DEPARTURE

SURFACE

IN-GROUND FATO EDGE MARKING

SAFETY AREA

TDPC MARKING

HELIPORT IDENTIFICATION

MARKING

Figure 2–1. Essential Features of a Heliport: General Aviation

203. Prior permission required (PPR) facilities. The standards in this AC are recommended for all heliports. As PPR heliports are never eligible for federal financial assistance, do not interpret any recommendation in this AC that is not required by federal law or regulation as mandatory for PPR heliports. Recommendations for PPR heliports are provided in recognition of the unique nature of facilities where the operator ensures pilots are thoroughly familiar with the heliport, its procedures, and any facility limitations.

204. Access by individuals with disabilities. Various laws require heliports operated by public entities and those receiving federal financial assistance to meet accessibility requirements. See paragraph 114.

205. Heliport site selection.

a. Long term planning. The FAA encourages public agencies and others planning to develop a general aviation…