+-------------+-------------------------------+-----------------------+
| ![](me      |                               | **Advisory Circular** |
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+-------------+-------------------------------+-----------------------+
| **U.S.      |                               |                       |
| D           |                               |                       |
| epartment** |                               |                       |
|             |                               |                       |
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| portation** |                               |                       |
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| Federal     |                               |                       |
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| Adm         |                               |                       |
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+-------------+-------------------------------+-----------------------+

+--------------------------------+---------------------+--------------+
| Subject: HELIPORT DESIGN       | Date: 09/30/04      | AC No:       |
|                                |                     | 150/5390-2B  |
|                                | Initiated by:       |              |
|                                | AAS-100             | Change:      |
+--------------------------------+---------------------+--------------+

1.  **PURPOSE.** This advisory circular (AC) provides recommendations
    for heliport design and describes acceptable requirements to develop
    a heliport. This AC applies to anyone who is proposing to construct,
    activate or deactivate a heliport.

2.  **APPLICABILITY.** This AC is not mandatory and does not constitute
    a regulation except when Federal funds are specifically dedicated
    for heliport construction.

3.  **EFFECTIVE DATE.** The effective date is September 30, 2004.

4.  **CANCELLATION.** AC 150/5390-2A, *Heliport Design*, dated January
    20, 1994, is canceled.

5.  **EXECUTIVE SUMMARY.** The modern helicopter is one of the most
    versatile transportation vehicles known to man. Typically, a
    heliport is substantially smaller than an airport providing
    comparable services. The helicopter has the capability of providing
    a wide variety of important services to any community that
    integrates this aircraft into its local transportation system.

    a.  **Service.** In addition to their service in the transportation
        of people, helicopters have proven to be useful to their
        communities in the following ways:

        1.  Disaster Relief. Natural disasters often result in the
            breakdown of ground transportation systems. Helicopters are
            able both to bring in response teams and supplies and to
            evacuate injured people during the critical period before
            ground transportation is restored.

        2.  Air Ambulance Services. For an injured or critically ill
            person, time is life. Helicopters can provide high-speed,
            point-to-point transportation without being constrained by
            the limitations of the ground infrastructure.

        3.  Police Services. Many municipalities consider their police
            services helicopters vital force multipliers in carrying out
            search and rescue, chase, and surveillance.

        4.  Moving High-Value Assets. High-value or time-sensitive
            cargo, such as canceled checks, and people, including the
            President of the United States, frequently travel on
            helicopters because this mode of transportation is fast and
            flexible. Companies use helicopters as an invaluable part of
            an in-house transportation system to connect the office with
            various plants, job sites, and the local airport. Utility
            companies use helicopters to construct and inspect
            high-voltage electrical lines and to monitor underground gas
            transmission lines. The petroleum industry uses helicopters
            to support exploration and production operations. Newspapers
            and radio/TV stations use helicopters for onsite news
            gathering, taking photos, and airborne reporting of rush
            hour traffic conditions.

    b.  **Facilities.** The most effective way for a community to
        realize the benefits of helicopter services is by developing or
        permitting the development of places where helicopters can land
        and take off. 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, and a
        windsock. This minimal facility may be adequate as a private use
        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.

    c.  **Planning.** While the heliport itself may be simple, the
        planning and organization required to properly put one into
        place can be intimidating. To help make the process easier, the
        Federal Aviation Administration (FAA) has published this AC.
        This document describes physical, technical, and public interest
        matters that should be considered 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,
        it can be used by anyone considering the construction of a
        heliport.

    d.  **Location.** The optimum location for a heliport is in close
        proximity to 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. A site permitting the shared aeronautical and
        commercial usage is a viable alternative to non-aeronautical use
        alone. 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 will necessitate the development of an instrument
        procedure to permit \"all-weather\" service.

    e.  **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 is organized
        with separate chapters covering general aviation heliports,
        transport heliports, and hospital heliports based on the
        functional role of the heliport.

        1.  A heliport proponent should be familiar with the terminology
            used in this specialized field. Chapter 1 defines pertinent
            terms used in the industry and identifies actions common to
            developing a heliport.

        2.  General aviation heliports are normally privately owned
            although they can be publicly owned. Design standards
            relevant to developing a general aviation heliport are found
            in Chapter 2.

        3.  Transport heliports are developed to provide the community
            with a full range of vertical flight services including
            scheduled service by air carriers (airlines) using
            helicopters. When the heliport serves any scheduled or
            unscheduled passenger operation of an air carrier that is
            conducted with an aircraft having a seating capacity of more
            than 30 passengers, the heliport is required to be
            certificated by the FAA in accordance with 14 Code of
            Federal Regulations (CFR) Part 139, Certification and
            Operations: Land Airports Serving Certain Air Carriers. In
            any event, a transport heliport would also accommodate
            corporate users and local air taxi operators. This broad
            spectrum of activities frequently requires a more extensive
            airside and landside infrastructure with the potential
            capability to operate in instrument meteorological
            conditions. Not withstanding these requirements, a
            community\'s investment in a heliport may be substantially
            less than the investment required for an airport providing
            comparable services. Design standards relevant to developing
            a transport heliport are found in Chapter 3.

        4.  Hospital heliports are treated as special cases of general
            aviation facilities providing a unique public service. They
            are normally located in close proximity to the hospital
            emergency room or a medical facility. Design recommendations
            relevant to developing a hospital heliport are found in
            Chapter 4.

        5.  When there are a significant number of helicopter operations
            on an airport, it may be prudent to consider developing
            separate facilities specifically for helicopter use.
            Chapter 5 addresses helicopter facilities on airports.

        6.  With the introduction of the global positioning system
            (GPS), it is now practical for heliports to have instrument
            approaches. Good planning suggests that heliport proponents
            should plan for the eventual development of instrument
            approaches to their heliports. Chapters 6 and 7 contain
            recommendations to be considered in contemplating future
            instrument operations at a heliport. It is wise to consider
            these issues during site selection and design.

        7.  Chapter 8 addresses heliport gradients and pavement design
            issues.

        8.  The appendices provide helicopter dimensional data,
            addresses of aviation organizations, form and proportions of
            certain heliport markings, and acronyms.

6.  **APPLICATION.** The recommendations and standards in this AC are
    for planning and designing civil heliports. To the extent that it is
    feasible and practical to do so, the standards in this AC should be
    used in planning and designing improvements to an existing facility
    when significant expansion or reconstruction is undertaken.
    Conformity with these standards is a prerequisite to Federal
    grant-in-aid assistance. Modification to a heliport design standard
    related to new construction, expansion, reconstruction, or upgrade
    on a heliport that received Federal aid requires FAA approval. The
    request for modification should show that the modification will
    provide an acceptable level of safety, economy, durability, and
    workmanship. The recommendations and standards in this AC are not
    intended to be sufficient to design an instrument approach
    procedure.

**NOTE:** *If tiltrotor operations are contemplated, criteria in AC
150/5390-3, Vertiport Design are applicable.*

7.  **METRIC UNITS.** To promote an orderly transition to metric units,
    this AC includes both English and metric dimensions. The metric
    conversions may not be exact equivalents, and until there is an
    official changeover to the metric system, the English dimensions
    will govern.

![](media/image2.png){width="2.5375in" height="0.5888888888888889in"}

DAVID L. BENNETT

Director of Airport Safety and Standards

**Intentionally Left Blank**

**TABLE OF CONTENTS**

Paragraph Page

[CHAPTER 1. INTRODUCTION 1](#introduction)

[100. GENERAL. 1](#__RefHeading___Toc83615712)

[101. EXPLANATION OF TERMS 1](#__RefHeading___Toc83615713)

[102. BASIS 3](#__RefHeading___Toc83615714)

[103. SELECTION OF APPROACH/ DEPARTURE PATHS
3](#__RefHeading___Toc83615715)

[104. PROPONENT RESPONSIBILITIES FOR FEDERAL AVIATION ADMINISTRATION
(FAA) NOTIFICATION OF HELIPORT DEVELOPMENT OR CHANGES
4](#__RefHeading___Toc83615716)

[105. ROOFTOP EMERGENCY FACILITIES 5](#__RefHeading___Toc83615717)

[106. MEDICAL EMERGENCY SITES 5](#__RefHeading___Toc83615718)

[107. HAZARDS TO AIR NAVIGATION 5](#__RefHeading___Toc83615719)

[108. FAA STUDY OF EXISTING POTENTIAL HAZARDS TO AIR NAVIGATION
6](#__RefHeading___Toc83615720)

[109. PROPONENT RESPONSIBILITIES TO NOTIFYING THE FAA OF PROPOSED
CONSTRUCTION OF OBJECTS AFFECTING NAVIGABLE AIRSPACE
6](#__RefHeading___Toc83615721)

[110. FEDERAL ASSISTANCE 7](#__RefHeading___Toc83615722)

[111. ENVIRONMENTAL IMPACT ANALYSES 7](#__RefHeading___Toc83615723)

[112. ACCESS TO HELIPORTS BY INDIVIDUALS WITH DISABILITIES
7](#__RefHeading___Toc83615724)

[113. STATE ROLE 7](#__RefHeading___Toc83615725)

[114. LOCAL ROLE 7](#__RefHeading___Toc83615726)

[115. RELATED/REFERENCED READING MATERIAL
8](#__RefHeading___Toc83615727)

[CHAPTER 2. GENERAL AVIATION HELIPORTS 15](#general-aviation-heliports)

[200. GENERAL. 15](#__RefHeading___Toc83615729)

[201. TOUCHDOWN AND LIFT-OFF AREA (TLOF)
15](#__RefHeading___Toc83615730)

[202. FINAL APPROACH AND TAKEOFF AREA (FATO)
17](#__RefHeading___Toc83615731)

[203. SAFETY AREA 18](#__RefHeading___Toc83615732)

[204. VFR APPROACH/ DEPARTURE PATHS 18](#__RefHeading___Toc83615733)

[205. PROTECTION ZONE 19](#__RefHeading___Toc83615734)

[206. WINDSOCK 19](#__RefHeading___Toc83615735)

[207. TAXIWAYS AND TAXI ROUTES 20](#__RefHeading___Toc83615736)

[208. HELICOPTER PARKING 21](#__RefHeading___Toc83615737)

[209. HELIPORT MARKERS AND MARKINGS 23](#__RefHeading___Toc83615738)

[210. HELIPORT LIGHTING 24](#__RefHeading___Toc83615739)

[211. MARKING AND LIGHTING OF DIFFICULT-TO-SEE OBJECTS
26](#__RefHeading___Toc83615740)

[212. SAFETY CONSIDERATIONS. 27](#__RefHeading___Toc83615741)

[213. VISUAL GLIDESLOPE INDICATORS 28](#__RefHeading___Toc83615742)

[214. TERMINAL FACILITIES 28](#__RefHeading___Toc83615743)

[215. ZONING AND COMPATIBLE LAND USE 28](#__RefHeading___Toc83615744)

[CHAPTER 3. TRANSPORT HELIPORTS 59](#transport-heliports)

[300. GENERAL 59](#__RefHeading___Toc83615746)

[301. TOUCHDOWN AND LIFT-OFF AREA (TLOF).
59](#touchdown-and-lift-off-area-tlof.)

[302. FINAL APPROACH AND TAKEOFF AREA 60](#__RefHeading___Toc83615748)

[303. SAFETY AREA 61](#__RefHeading___Toc83615749)

[304. VFR APPROACH/ DEPARTURE PATHS 61](#__RefHeading___Toc83615750)

[305. PROTECTION ZONE 62](#__RefHeading___Toc83615751)

[306. WINDSOCK. 62](#windsock.)

[307. TAXIWAYS AND TAXI ROUTES 62](#__RefHeading___Toc83615753)

[308. HELICOPTER PARKING 63](#__RefHeading___Toc83615754)

[309. HELIPORT MARKERS AND MARKINGS 64](#__RefHeading___Toc83615755)

[310. HELIPORT LIGHTING 66](#__RefHeading___Toc83615756)

[311. MARKING AND LIGHTING OF OBSTRUCTIONS
67](#__RefHeading___Toc83615757)

[312. SAFETY CONSIDERATIONS 68](#__RefHeading___Toc83615758)

[313. VISUAL GLIDESLOPE INDICATORS (VGI)
69](#__RefHeading___Toc83615759)

[314. TERMINAL FACILITIES 69](#__RefHeading___Toc83615760)

[315. ZONING AND COMPATIBLE LAND USE 69](#__RefHeading___Toc83615761)

[CHAPTER 4. HOSPITAL HELIPORTS 95](#hospital-heliports)

[400. GENERAL 95](#__RefHeading___Toc83615763)

[401. TOUCHDOWN AND LIFT-OFF AREA (TLOF)
95](#__RefHeading___Toc83615764)

[402. FINAL APPROACH AND TAKEOFF AREA (FATO)
96](#__RefHeading___Toc83615765)

[403. SAFETY AREA 97](#__RefHeading___Toc83615766)

[404. VFR APPROACH/ DEPARTURE PATHS 97](#__RefHeading___Toc83615767)

[405. MAGNETIC RESONANCE IMAGERS (MRI) 98](#__RefHeading___Toc83615768)

[406. WINDSOCK 98](#__RefHeading___Toc83615769)

[407. TAXIWAYS AND TAXI ROUTES 99](#__RefHeading___Toc83615770)

[408. HELICOPTER PARKING 99](#__RefHeading___Toc83615771)

[409. HELIPORT MARKERS AND MARKINGS 99](#__RefHeading___Toc83615772)

[410. HELIPORT LIGHTING 101](#__RefHeading___Toc83615773)

[411. MARKING AND LIGHTING OF OBSTRUCTIONS
102](#__RefHeading___Toc83615774)

[412. SAFETY ENHANCEMENTS 102](#__RefHeading___Toc83615775)

[413. ZONING AND COMPATIBLE LAND USE 103](#__RefHeading___Toc83615776)

[CHAPTER 5. HELICOPTER FACILITIES ON AIRPORTS
123](#helicopter-facilities-on-airports)

[500. GENERAL 123](#__RefHeading___Toc83615778)

[501. TOUCHDOWN AND LIFT-OFF AREA (TLOF)
123](#__RefHeading___Toc83615779)

[502. FINAL APPROACH AND TAKEOFF AREA (FATO).
123](#final-approach-and-takeoff-area-fato.)

[503. SAFETY AREA 123](#__RefHeading___Toc83615781)

[504. VFR APPROACH/ DEPARTURE PATHS 123](#__RefHeading___Toc83615782)

[505. PROTECTION ZONE 123](#__RefHeading___Toc83615783)

[506. WINDSOCK 123](#__RefHeading___Toc83615784)

[507. TAXIWAYS AND TAXI ROUTE 123](#__RefHeading___Toc83615785)

[508. HELICOPTER PARKING 124](#__RefHeading___Toc83615786)

[509. HELIPORT MARKERS AND MARKINGS 124](#__RefHeading___Toc83615787)

[510. HELIPORT LIGHTING 124](#__RefHeading___Toc83615788)

[511. MARKING AND LIGHTING OF OBSTRUCTIONS
124](#__RefHeading___Toc83615789)

[512. SAFETY ENHANCEMENTS. 124](#safety-enhancements.)

[513. VISUAL GLIDESLOPE INDICATORS 124](#__RefHeading___Toc83615791)

[514. PASSENGER SERVICES 125](#__RefHeading___Toc83615792)

[CHAPTER 6. NONPRECISION INSTRUMENT OPERATIONS
127](#nonprecision-instrument-operations)

[600. GENERAL 127](#__RefHeading___Toc83615794)

[601. IMPROVED LIGHTING SYSTEM 127](#__RefHeading___Toc83615795)

[602. OBSTACLE EVALUATION SURFACES 127](#__RefHeading___Toc83615796)

[CHAPTER 7. PRECISION APPROACH OPERATIONS
133](#precision-approach-operations)

[700. GENERAL 133](#__RefHeading___Toc83615798)

[701. FINAL APPROACH REFERENCE AREA (FARA)
133](#__RefHeading___Toc83615799)

[702. LIGHTING REQUIREMENTS 133](#__RefHeading___Toc83615800)

[703. OBSTACLE EVALUATION SURFACES 133](#__RefHeading___Toc83615801)

[CHAPTER 8. HELIPORT GRADIENTS AND PAVEMENT DESIGN
137](#heliport-gradients-and-pavement-design)

[800. GENERAL 137](#__RefHeading___Toc83615803)

[801. TLOF GRADIENTS 137](#__RefHeading___Toc83615804)

[802. FATO GRADIENTS 137](#__RefHeading___Toc83615805)

[803. SAFETY AREA GRADIENTS 137](#__RefHeading___Toc83615806)

[804. PARKING AREA GRADIENTS 137](#__RefHeading___Toc83615807)

[805. TAXIWAY AND TAXI ROUTE GRADIENTS 137](#__RefHeading___Toc83615808)

[806. DESIGN LOADS 137](#__RefHeading___Toc83615809)

[807. PAVEMENT DESIGN AND SOIL STABILIZATION
138](#__RefHeading___Toc83615810)

[APPENDIX 1. HELICOPTER DATA 141](#appendix-1.-helicopter-data)

[APPENDIX 2. AVIATION ORGANIZATIONS
147](#appendix-2.-aviation-organizations)

[APPENDIX 3. DIMENSIONS FOR MARKING SIZE AND WEIGHT LIMITATIONS
155](#appendix-3.-dimensions-for-marking-size-and-weight-limitations)

[APPENDIX 4. ASSOCIATED PUBLICATIONS
157](#appendix-4.-associated-publications)

[APPENDIX 5. ACRONYMS 159](#appendix-5.-acronyms)

##### LIST OF FIGURES

[Figure 1‑1. Example of the Required Notice of Heliport Development or
Change 9](#__RefHeading___Toc83615816)

[Figure 1‑2. Example of a Heliport Layout Diagram
10](#__RefHeading___Toc83615817)

[Figure 1‑3. Example of a Heliport Location Map
11](#__RefHeading___Toc83615818)

[Figure 1‑4. Rooftop Emergency Landing Site
12](#__RefHeading___Toc83615819)

[Figure 1‑5. Offsite Development Requiring Notice to the FAA
13](#__RefHeading___Toc83615820)

[Figure 2‑1. Essential Features of a General Aviation Heliport: GENERAL
AVIATION 31](#__RefHeading___Toc83615821)

[Figure 2‑2. TLOF/FATO/Safety Area Relationships and Minimum Dimensions:
GENERAL AVIATION 32](#__RefHeading___Toc83615822)

[Figure 2‑3. An Elongated FATO with Two Takeoff Positions: GENERAL
AVIATION 33](#__RefHeading___Toc83615823)

[Figure 2‑4. Elevated Heliport: GENERAL AVIATION
34](#__RefHeading___Toc83615824)

[Figure 2‑5. Additional FATO Length for Heliports at Higher Elevations:
GENERAL AVIATION 35](#__RefHeading___Toc83615825)

[Figure 2‑6. Non-load-bearing FATO and Safety Area: GENERAL AVIATION
35](#__RefHeading___Toc83615826)

[Figure 2‑7. VFR Heliport Approach/ Departure and Transitional Surfaces:
GENERAL AVIATION 36](#__RefHeading___Toc83615827)

[Figure 2‑8. VFR PPR Heliport Lateral Extension of the 8:1 Approach/
Departure Surface: GENERAL AVIATION 37](#__RefHeading___Toc83615828)

[Figure 2‑9. Protection Zone: GENERAL AVIATION
38](#__RefHeading___Toc83615829)

[Figure 2‑10. Taxiway/Taxi Route Relationship - Paved Taxiway: GENERAL
AVIATION 39](#__RefHeading___Toc83615830)

[Figure 2‑11. Taxiway/Taxi Route Relationship - Unpaved Taxiway with
Raised Edge Markers: GENERAL AVIATION 40](#__RefHeading___Toc83615831)

[Figure 2‑12. Taxiway/Taxi Route Relationship - Unpaved Taxiway with
Flush Edge Markers: GENERAL AVIATION 41](#__RefHeading___Toc83615832)

[Figure 2‑13. Raised Taxiway Edge Marker: GENERAL AVIATION
42](#__RefHeading___Toc83615833)

[Figure 2‑14. Parking Area Design - "Turn-around" Parking Positions:
GENERAL AVIATION 43](#__RefHeading___Toc83615834)

[Figure 2‑15. Parking Area Design - "Taxi-through" Parking Positions:
GENERAL AVIATION 44](#__RefHeading___Toc83615835)

[Figure 2‑16. Parking Area Design - "Back-out" Parking Positions:
GENERAL AVIATION 45](#__RefHeading___Toc83615836)

[Figure 2‑17. Parking Position Marking: GENERAL AVIATION
46](#__RefHeading___Toc83615837)

[Figure 2‑18. Parking Position Identification, Size and Weight
Limitations: GENERAL AVIATION 47](#__RefHeading___Toc83615838)

[Figure 2‑19. Paved TLOF/Paved FATO - Marking: GENERAL AVIATION
48](#__RefHeading___Toc83615839)

[Figure 2‑20. Paved TLOF/Unpaved FATO - Marking: GENERAL AVIATION
49](#__RefHeading___Toc83615840)

[Figure 2‑21. Unpaved TLOF/Unpaved FATO - Markings: GENERAL AVIATION
50](#__RefHeading___Toc83615841)

[Figure 2‑22. Standard Heliport Identification Symbol, TLOF Size and
Weight Limitations: 51](#__RefHeading___Toc83615842)

[Figure 2‑23. Marking a Closed Heliport: GENERAL AVIATION
52](#__RefHeading___Toc83615843)

[Figure 2‑24. Elevated TLOF - Perimeter Lighting: GENERAL AVIATION
52](#__RefHeading___Toc83615844)

[Figure 2‑25. FATO/TLOF Flush Perimeter Lighting: GENERAL AVIATION
53](#__RefHeading___Toc83615845)

[Figure 2‑26. TLOF Flush and FATO Raised Perimeter Lighting: GENERAL
AVIATION 54](#__RefHeading___Toc83615846)

[Figure 2‑27. Landing Direction Lights: GENERAL AVIATION
55](#__RefHeading___Toc83615847)

[Figure 2‑28. Airspace Where Marking and Lighting are Recommended:
GENERAL AVIATION 56](#__RefHeading___Toc83615848)

[Figure 2‑29. Caution Sign: GENERAL AVIATION
57](#__RefHeading___Toc83615849)

[Figure 2‑30. Visual Glideslope Indicator Siting and Clearance Criteria:
GENERAL AVIATION 58](#__RefHeading___Toc83615850)

[Figure 3‑1. A Typical Transport Heliport: TRANSPORT
71](#__RefHeading___Toc83615851)

[Figure 3‑2. TLOF/FATO/Safety Area Relationships and Minimum Dimensions:
TRANSPORT 72](#__RefHeading___Toc83615852)

[Figure 3‑3. An Elongated FATO/TLOF with Two Takeoff Positions:
TRANSPORT 73](#__RefHeading___Toc83615853)

[Figure 3‑4. Additional FATO Length for Heliports at Higher Elevations:
TRANSPORT 74](#__RefHeading___Toc83615854)

[Figure 3‑5. Non-load-bearing Safety Area: TRANSPORT
74](#__RefHeading___Toc83615855)

[Figure 3‑6. VFR Heliport Approach/ Departure and Transitional Surfaces:
TRANSPORT 75](#__RefHeading___Toc83615856)

[Figure 3‑7. Protection Zone: TRANSPORT 76](#__RefHeading___Toc83615857)

[Figure 3‑8. Taxiway/Taxi Route Relationship, Centerline and Edge
Marking: TRANSPORT 77](#__RefHeading___Toc83615858)

[Figure 3‑9. Parking Area Design-"Turn-around" Parking Positions:
TRANSPORT 78](#__RefHeading___Toc83615859)

[Figure 3‑10. Parking Position Marking: TRANSPORT
79](#__RefHeading___Toc83615860)

[Figure 3‑11. Parking Area Design-"Taxi-through" Parking Positions:
TRANSPORT 80](#__RefHeading___Toc83615861)

[Figure 3‑12. Parking Position Identification, Size and Weight
Limitations: TRANSPORT 81](#__RefHeading___Toc83615862)

[Figure 3‑13. Paved TLOF/Unpaved FATO -- Markings: TRANSPORT
82](#__RefHeading___Toc83615863)

[Figure 3‑14. Paved TLOF/Paved FATO -- Markings: TRANSPORT
83](#__RefHeading___Toc83615864)

[Figure 3‑15. Standard Heliport Identification Symbol, TLOF Size, and
Weight Limitations: TRANSPORT 84](#__RefHeading___Toc83615865)

[Figure 3‑16. Marking a Closed Heliport: TRANSPORT
85](#__RefHeading___Toc83615866)

[Figure 3‑17. Optional TLOF Lights: TRANSPORT
86](#__RefHeading___Toc83615867)

[Figure 3‑18. FATO and TLOF Flush Perimeter Lighting: TRANSPORT
87](#__RefHeading___Toc83615868)

[Figure 3‑19. FATO Raised and TLOF Flush Perimeter Lighting: TRANSPORT
88](#__RefHeading___Toc83615869)

[Figure 3‑20. Elevated FATO -- Perimeter Lighting: TRANSPORT
89](#__RefHeading___Toc83615870)

[Figure 3‑21. Landing Direction Lights: TRANSPORT
90](#__RefHeading___Toc83615871)

[Figure 3‑22. Airspace Where Marking and Lighting Are Recommended:
TRANSPORT 91](#__RefHeading___Toc83615872)

[Figure 3‑23. Caution Sign: TRANSPORT 92](#__RefHeading___Toc83615873)

[Figure 3‑24. Visual Glideslope Indicator (VGI) Siting and Clearance
Criteria: TRANSPORT 93](#__RefHeading___Toc83615874)

[Figure 4‑1 Essential Elements of a Ground-level Hospital Heliport:
HOSPITAL 105](#__RefHeading___Toc83615875)

[Figure 4‑2. TLOF/FATO/Safety Area Relationships and Minimum Dimensions:
HOSPITAL 106](#__RefHeading___Toc83615876)

[Figure 4‑3. An Elongated FATO/TLOF with Two Takeoff Positions: HOSPITAL
107](#__RefHeading___Toc83615877)

[Figure 4‑4. Elevated TLOF, Safety Net and Lighting: HOSPITAL
108](#__RefHeading___Toc83615878)

[Figure 4‑5. A Rooftop Hospital Heliport: HOSPITAL
109](#__RefHeading___Toc83615879)

[Figure 4‑6. VFR Heliport Approach/ Departure and Transitional Surfaces:
HOSPITAL 110](#__RefHeading___Toc83615880)

[Figure 4‑7. VFR Heliport Lateral Extension of the 1:8 Approach/
Departure Surface: HOSPITAL 111](#__RefHeading___Toc83615881)

[Figure 4‑8. Paved TLOF/Unpaved FATO -- Markings: HOSPITAL
112](#__RefHeading___Toc83615882)

[Figure 4‑9. Paved TLOF/Paved FATO -- Markings: HOSPITAL
113](#__RefHeading___Toc83615883)

[Figure 4‑10a. Standard Hospital Heliport Identification Symbols:
HOSPITAL 114](#__RefHeading___Toc83615884)

Figure 4-10b. Alternative Hospital Heliport Identification Symbols:
HOSPITAL 115

[Figure 4‑11. Marking a Closed Heliport: HOSPITAL
116](#__RefHeading___Toc83615885)

[Figure 4‑12. TLOF Size and Weight Limitations: HOSPITAL
117](#__RefHeading___Toc83615886)

[Figure 4‑13. Flush FATO and TLOF Perimeter Lighting: HOSPITAL
118](#__RefHeading___Toc83615887)

[Figure 4‑14. Flush TLOF and Raised FATO Perimeter Lighting: HOSPITAL
119](#__RefHeading___Toc83615888)

[Figure 4‑15. Landing Direction Lights: HOSPITAL
120](#__RefHeading___Toc83615889)

[Figure 4‑16. Airspace Where Marking and Lighting Are Recommended:
HOSPITAL 121](#__RefHeading___Toc83615890)

[Figure 4‑17. Caution Sign: HOSPITAL 122](#__RefHeading___Toc83615891)

[Figure 5‑1. A Heliport Located on an Airport: ON AIRPORT
126](#__RefHeading___Toc83615892)

[Figure 6‑1. Heliport Instrument Lighting System (HILS): NONPRECISION
129](#__RefHeading___Toc83615893)

[Figure 6‑2. Non-precision Approach/ Departure Surfaces -- Final
Approach Segment: NONPRECISION 130](#__RefHeading___Toc83615894)

[Figure 6‑3. Non-precision Approach/ Departure Surfaces -- Visual
Segment: NONPRECISION 131](#__RefHeading___Toc83615895)

[Figure 7‑1. FARA/FATO Relationship: PRECISION
135](#__RefHeading___Toc83615896)

[Figure 7‑2. HALS Lighting System: PRECISION
135](#__RefHeading___Toc83615897)

[Figure 7‑3. Precision Approach/ Departure Surfaces: PRECISION
136](#__RefHeading___Toc83615898)

[Figure 8‑1. Heliport Grades and Rapid Runoff Shoulder: GRADIENTS AND
PAVEMENT 139](#__RefHeading___Toc83615899)

[Figure 8‑2. Helicopter Landing Gear Loading: GRADIENTS AND PAVEMENT
140](#__RefHeading___Toc83615900)

[Figure A1- 1. Helicopter Dimensions 142](#__RefHeading___Toc79480031)

[Figure A3- 1. Form and Proportions of 3 foot (0.9 m) Numbers for
Marking Size and Weight Limitations 155](#__RefHeading___Toc79480029)

[Figure A3- 2. Form and Proportions of 5 foot (1.5 m) Numbers for
Marking Size and Weight Limitations 156](#__RefHeading___Toc79480030)

##### LIST OF TABLES

[Table 2‑1. Minimum VFR Safety Area Width as a Function of General
Aviation and PPR Heliport Markings 29](#__RefHeading___Toc79480032)

[Table 2‑2. Taxiway / Taxi Route Dimensions -- General Aviation
Heliports 30](#__RefHeading___Toc79480033)

[Table 3‑1. Taxiway and Taxi Route Dimensions -- Transport Heliports
70](#__RefHeading___Toc79480034)

[Table 4‑1. Minimum VFR Safety Area Width as a Function Hospital
Heliport Markings 104](#__RefHeading___Toc79480035)

[Table 5‑1. Recommended Distance Between FATO Center to Runway
Centerline for VFR Operations 126](#__RefHeading___Toc79480036)

[Table A1-1. Legend for Figure A1-1 and Table A1-2
141](#__RefHeading___Toc79480037)

**Intentionally Left Blank**

# INTRODUCTION {#introduction .Style-Heading-1-+-Not-Bold}

[]{#__RefHeading___Toc83615712 .anchor}**100. GENERAL.** This chapter
provides an explanation of terms used in this AC, describes the
notification responsibilities of heliport proponents to FAA, state and
local officials, provides general siting guidance, and identifies
sources of technical information relating to heliport planning and
design of a civil heliport.

[]{#__RefHeading___Toc83615713 .anchor}**101. 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://faa.gov/atpubs/AIM/index.htm]{.underline}

and the Superintendent of Documents, U.S. Government Printing Office,
Washington, DC 20402. Other terms used in this publication follow:

a.  **Approach/ Departure Path.** The flight track helicopters follow
    when landing at or departing from a heliport.

b.  **Design Helicopter.** A generic helicopter that reflects the
    maximum weight, maximum contact load/minimum contact area, overall
    length, rotor diameter, etc. of all helicopters expected to operate
    at the heliport.

c.  **Elevated Heliport.** A heliport located on a rooftop or some other
    elevated structure where the touchdown and liftoff area (TLOF) is at
    least 30 inches (76 cm) above ground level.

d.  **Emergency Evacuation Facility.** A clear area on a roof of a tall
    building, that is not intended to function as a heliport, yet is
    capable of accommodating helicopters engaged in fire fighting and/or
    emergency evacuation operations.

e.  **Final Approach and Takeoff Area (FATO).** A defined area over
    which the final phase of the approach to a hover, or a landing is
    completed and from which the takeoff is initiated.

f.  **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.

g.  **General Aviation (GA) Heliport.** A GA heliport intended to
    accommodate individuals, corporations, and helicopter air taxi
    operators. Scheduled passenger services may be available.

h.  **Ground Taxi.** The surface movement of a wheeled helicopter under
    its own power with wheels touching the ground.

i.  **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.

NOTE: *Obstructions to air navigation are presumed to be hazards to air
navigation until an FAA study determines otherwise.*

j.  **Helipoint.** The aiming point for the final approach course. It is
    normally the center point of the touchdown and lift-off area (TLOF).

k.  **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.

l.  **Heliport Elevation.** At a heliport with a precision approach, the
    heliport elevation is the highest point of the FARA expressed as the
    distance above mean sea level. At a heliport without a precision
    approach, the heliport elevation is the highest point of the FATO
    expressed as the distance above mean sea level.

m.  **Heliport Imaginary Surfaces.** The imaginary planes, centered
    about the FATO and the approach/ departure paths, which identify the
    objects to be evaluated to determine whether the objects should be
    removed, lowered, and/or marked and lighted -- or the approach/
    departure paths realigned.

n.  **Heliport Layout Plan (HLP).** The plan of a heliport showing the
    layout of existing and proposed heliport facilities.

o.  **Heliport Reference Point (HRP).** The geographic position of the
    heliport expressed as the latitude and longitude at:

```{=html}
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```
(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.

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<!-- -->
```
p.  **Helistop.** A minimally developed helicopter facility for boarding
    and discharging passengers or cargo. The heliport/ helistop
    relationship is comparable to a bus terminal--bus stop relationship
    with respect to the extent of services provided or expected.

**NOTE:** *The heliport design recommendations and standards in this AC
are equally applicable to helistops.*

q.  **Hospital Heliport.** A heliport limited to serving helicopters
    engaged in air ambulance, or other hospital related functions.

**NOTE:** *A designated helicopter landing area located at a hospital or
medical facility is a heliport and not a medical emergency site.*

r.  **Hover 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,
    a skid-equipped helicopter is assumed to hover-taxi.

s.  **Landing Position.** A load-bearing, generally paved area, normally
    located in the center of an extended TLOF, on which the helicopter
    lands.

t.  **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.

u.  **Missed Approach Point.** A fly-over waypoint that marks the end of
    the final approach segment and the beginning of the missed approach
    segment of an instrument approach.

v.  **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 the Code of Federal
    Regulations (14 CFR), Part 77 (see also paragraphs 108 and 211
    below).

w.  **Overall Length (OL).** The distance from the tip of the main or
    forward rotor to the tip of the tail rotor or fin. This measurement
    is made with the rotors at their maximum extension.

x.  **Parking Pad.** The paved center portion of a parking position.

y.  **Prior Permission Required (PPR) Heliport.** A heliport developed
    for exclusive use of the owner and persons authorized by the owner.

**NOTE:** *The heliport owner and operator should ensure that all pilots
are thoroughly knowledgeable with the heliport (including such features
as approach/ departure path characteristics, preferred heading, facility
limitations, lighting, obstacles in the area, size of the facility,
etc.).*

z.  **Protection Zone.** 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.

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

b.  **Rotor Downwash.** The volume of air moved downward 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.

c.  **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. This area should be free of objects, other
    than those frangible mounted objects required for air navigation
    purposes.

d.  **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.

e.  **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.

f.  **Takeoff Position.** A load bearing, generally paved area, normally
    located on the centerline and at the ends of an extended Touchdown
    and Liftoff Area (TLOF), from which the helicopter takes off.
    Typically, there are two such positions on an extended TLOF, one at
    each end.

g.  **Taxi Route.** A taxi route is a defined and 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.

h.  **Taxiways.** A taxiway is the central portion of a taxi route. This
    AC defines two types of helicopter taxiways:

\(1\) Ground Taxiway. A ground taxiway is an obstruction-free corridor
intended to permit the surface movement of a wheeled helicopter under
its own power with wheels on the ground.

**NOTE:** *The minimum dimensions defined for a ground taxiway may NOT
be adequate for use by skid-equipped helicopters or for hover taxi use
by wheeled helicopters.*

\(2\) Hover Taxiway. A hover taxiway is an obstruction-free corridor
intended to permit the hover taxiing of a helicopter. \[In Annex 14 -
Aerodromes, to the Convention on International Civil Aviation (ICAO)
uses the term Air Taxiway to describe a very similar heliport
component.\]

i.  **Touchdown and Lift-off Area (TLOF).** A load bearing, generally
    paved area, normally centered in the FATO, on which the helicopter
    lands or takes off.

j.  **Transport Heliport.** A heliport intended to accommodate air
    carrier operators providing scheduled or unscheduled service with
    large helicopters.

k.  **Unshielded Obstruction.** A proposed or existing obstruction that
    may need to be marked or lighted since it is NOT in close proximity
    to another marked and lighted obstruction whose highest point is at
    the same or higher elevation.

l.  **Visual Segment Reference Line.** A line measured perpendicular to
    the final course at a distance of 75 feet (22.9 m) from the
    helipoint. It extends 75 feet (22.9 m) on each side of the final
    course centerline.

[]{#__RefHeading___Toc83615714 .anchor}**102. BASIS**. This AC
implements the objectives set forth in Section 40101 of Title 49 United
States Code (USC). The statute states, in part: Safety Considerations in
Public Interest... the Administrator shall consider the following
matters, among others, as being in the public interest:

a.  assigning, maintaining, and enhancing safety and security as the
    highest priorities in air commerce.

b.  regulating air commerce in a way that best promotes safety and
    fulfills national defense requirements.

c.  encouraging and developing civil aeronautics, including new aviation
    technology.

d.  controlling the use of the navigable airspace and regulating civil
    and military operations in that airspace in the interest of the
    safety and efficiency of both of those operations.

e.  consolidating research and development for air navigation facilities
    and the installation and operation of those facilities.

f.  developing and operating a common system of air traffic control and
    navigation for military and civil aircraft.

g.  providing assistance to law enforcement agencies in the enforcement
    of laws related to regulation of controlled substances, the extent
    consistent with aviation safety.

[]{#__RefHeading___Toc83615715 .anchor}**103. SELECTION OF APPROACH/
DEPARTURE PATHS**. Heliports should be designed so pilots can choose the
safest approach/ departure path.

a.  **Consideration of wind.** Approach/ departure paths should permit
    pilots to avoid downwind conditions and minimize crosswind
    operations. The preferred flight approach/ departure path should, to
    the extent feasible, be aligned with the predominate wind direction.
    Other approach/ departure paths should be based on the assessment of
    the prevailing winds or when this information is not available the
    separation between such flight paths and the preferred flight path
    should be at least 135 degrees.

b.  **Consideration of Obstructions.** In determining approach/
    departure paths it will also be necessary to 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 107).

c.  **Environmental Considerations.** In environmentally sensitive
    areas, the final selection of the approach/ departure path(s) should
    minimize any environmental impact, providing it does not decrease
    flight safety. (See also Paragraph 111.)

[]{#__RefHeading___Toc83615716 .anchor}**104. PROPONENT RESPONSIBILITIES
FOR FEDERAL AVIATION ADMINISTRATION (FAA) NOTIFICATION OF HELIPORT
DEVELOPMENT OR CHANGES**. 14 CFR Part 157; *Notice of Construction,
Activation, and Deactivation of Airports*; requires persons proposing to
construct, activate, or deactivate a heliport to give advance notice of
their intent to the FAA. Notice is also required prior to changing the
size or number of Final Approach and Takeoff Areas (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.

a.  **Proponent Notice Responsibilities.** Part 157 requires heliport
    and airport proponents to notify the appropriate FAA Airport
    District/Field Office or Regional Office at least 90 days before
    construction, alteration, deactivation, or the date of the proposed
    change in use. In an emergency involving essential public service,
    health, or safety, or when delay would result in a unreasonable
    hardship, a proponent may notify the appropriate FAA Airport
    District/Field Office or Regional Office by telephone or other
    expeditious means and submit Form 7480‑1, *Notice of Landing Area
    Proposal*, within 5 days. Appendix 2 lists of the FAA Regional
    Offices.

b.  **FAA Notification.** Heliport proponents should complete FAA Form
    7480‑1 (Figure 1-1), a heliport layout diagram (Figure 1-2), and a
    heliport location map (Figure 1-3). FAA Form 7480‑1 is from the FAA
    web site
    [http://faa.gov/arp/](http://faa.gov/arp/forms/f7480-1.doc). The FAA
    web site <http://faa.gov/arp/> lists office addresses for FAA
    Airport District/Field Office or Regional Offices.

    1.  The heliport layout diagram should be drawn to scale showing key
        dimensions, such as the Touchdown and Liftoff Area (TLOF) size,
        FATO size, Safety Area size, distance from Safety Area perimeter
        to property edges, and approach/ departure paths in relation to
        buildings, trees, fences, power lines, and other significant
        features.

    2.  The preferred type of location is the 7.5- minute U.S.
        Geological Survey Quadrangle Map. The map should show the
        location of the heliport site and the approach/ departure paths.
        On this map, an arrow should point out the heliport site.

**NOTE:** *The latitude and longitude of the proposed heliport should be
stated in North American Datum of 1983 (NAD-83) coordinates. Surveying
tolerances should be in accordance with FAA Standard 405, Standards for
Aeronautical Surveys and Related Products.* The National Geodetic Survey
web site is *[http://www.ngs.noaa.gov.]{.underline}*

c.  **The FAA Role.** The FAA has diverse roles in the planning, design,
    and development of a heliport. These include: planning
    recommendations, publishing design criteria, reviewing aeronautical
    studies and environmental assessments, and financial assistance to
    eligible sponsors of public use facilities.

The FAA evaluates the proposed heliport for any:

1.  impact upon the safe and efficient use of navigable airspace,

2.  impact upon the operation of air navigation facilities,

3.  impact on existing or potential heliport capacity, and

4.  impact on the safety of persons and property on the ground.

The FAA notifies proponents of the results of the FAA evaluation.

d.  **Penalty for Failure to Provide Notice.** Persons who fail to give
    notice are subject to civil penalty under 49 CFR 46301.

e.  **Notice Exemptions.** Paragraph 157.1, Applicability, of Part 157
    exempts sites meeting one of the conditions under (1), (2), and (3)
    below from the requirement to submit notice. However, these
    exemptions do not negate a notice or formal approval requirement
    prescribed by state law or local ordinance.

    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.

    2.  A heliport at which flight operations will be conducted under
        visual flight rules (VFR) and that 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.\"

**NOTE:** *For the purposes of applying the Part* *157 exemption
criteria cited in (2) and (3) above, a landing and associated takeoff is
considered to be one operation.*

[]{#__RefHeading___Toc83615717 .anchor}**105. ROOFTOP EMERGENCY
FACILITIES**. To facilitate fire fighting or emergency evacuation
operations, local building codes may require structures over a specified
height to provide a clear area on the roof capable of accommodating a
helicopter. Since the cleared area is not intended to function as a
heliport, there is no requirement to submit an FAA Form 7480-1. As in
the case of medical emergency sites, proponents of emergency evacuation
facilities should advise the local Air Traffic Control Tower (ATCT) of
the facility.

The landing surface should be developed to the local fire department
requirements based on the size and weight of the helicopter(s) expected
to engage in fire or rescue operations (see Figure 1-4). Refer to
Chapter 4, Hospital Heliports to additional guidance for planning and
constructing rooftop emergency facilities.

The following markings are recommended to identify the limits of the
landing area and to alert the pilot to any weight limitation. Arrow(s)
may be used to indicate the preferred direction of approach. Markings
should be in a color (red or orange is suggested) that provides the
greatest possible contrast to the roof coloration.

(1) Perimeter Marking. A solid 12-inch wide (30 cm) wide red or orange
    line should define the limits of the touchdown pad as illustrated in
    Figure 1-4. For safe operation, clearance is required between the
    helicopter's main and tail rotor blades and any object that could be
    struck by these blades. This clearance should be one third of the
    rotor diameter (RD) of the largest helicopter expected but not less
    than 20 feet (6.1 m).

(2) Weight Limitation. Any limitation on allowable weight should be
    placed in the center of the circle as viewed from the preferred
    direction of approach. Weight limitations should be stated in units
    of 1,000 pounds as illustrated in Figure 1-4. (A 9 indicates a
    weight-carrying capability of up to 9,000 pounds. Metric equivalents
    should NOT be used for this purpose. Appendix 3 shows the form and
    proportions for the layout of these numbers.) To assure early
    recognition of a weight limit, the numeral(s) should be a minimum of
    5 feet (1.52 m) high.

[]{#__RefHeading___Toc83615718 .anchor}**106. MEDICAL EMERGENCY SITES**.
Medical emergency sites are clear and level areas at or near the scene
of an accident or incident that have been selected or designated by the
local emergency response team as the place where the helicopter air
ambulance is directed to land in order to transport an injured person to
a hospital.

a.  **FAA Notification is Not Required.** Because of their transitory
    nature, medical emergency sites are not heliports, and submission of
    FAA Form 7480-1 is not required. Proponents of predesignated
    emergency landing sites should coordinate their emergency plan with
    the local ATCT. This coordination is especially important if a
    site(s) may be used under conditions of low visibility and/or use of
    the site(s) would require Air Traffic Control (ATC) clearance.

b.  **Marking/Lighting.** Depending upon the level of training of the
    local accident or emergency response teams and agreements with the
    local air ambulance operators, medical emergency landing sites may
    be identified with flags, markers, lights, flares, etc. Lights
    should be provided for night operations.

c.  **Landing Discretion.** All landings at a medical emergency site are
    made at the pilot\'s discretion after assessing the urgency for air
    transport against the performance capability of the helicopter, the
    pilot's ability and experience, and the limitations and/or
    constraints of the site.

d.  **Pre-designation of Medical Emergency Sites.** When there are
    regular accidents or incidents in a given area, medical emergency
    sites should be predesignated. This provides the opportunity to
    inspect potential sites in advance and to select sites that have
    adequate clear approach/ departure airspace and adequate clear
    ground space.

[]{#__RefHeading___Toc83615719 .anchor}

**107. HAZARDS TO AIR NAVIGATION.** 14 CFR Part 77, *Objects Affecting
Navigable Airspace*, establishes 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. These standards serve to provide some protection from obstacle
encroachment for a heliport available for public use or a planned or
proposed heliport that will be available for public use. Public agencies
are encouraged to enact zoning ordinances to prevent man-made features
from becoming hazards to navigation.

[]{#__RefHeading___Toc83615720 .anchor}**108. FAA STUDY OF EXISTING
POTENTIAL HAZARDS TO AIR NAVIGATION**. Existing objects that are
obstructions to air navigation are presumed to be hazards until an FAA
study determines otherwise.

a.  **FAA Study.** Aeronautical studies of existing objects are
    conducted when deemed necessary by the FAA to determine the physical
    and electromagnetic effect on the use of navigable airspace and air
    navigational facilities. Aeronautical studies of existing objects
    may be initiated as a result of information received or a situation
    observed.

b.  **Mitigating Adverse Effects.** The adverse effect of an object
    presumed or determined to be a hazard to air navigation may be
    mitigated by:

    1.  Removing the object.

    2.  Altering the object, e.g. 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 lighted. Guidance on
        marking and lighting objects is contained in AC 70/7460-1,
        *Obstruction Marking and Lighting.*

[]{#__RefHeading___Toc83615721 .anchor}**109. PROPONENT RESPONSIBILITIES
TO NOTIFYING THE FAA OF PROPOSED CONSTRUCTION OF OBJECTS AFFECTING
NAVIGABLE AIRSPACE**. 14 CFR Part 77, *Objects Affecting Navigable
Airspace*, requires persons proposing any construction or alteration
described in Section 77.13 (a) to give 30-day notice to the FAA of their
intent. Part 77 also specifies standards for determining obstructions to
air navigation and provides for FAA aeronautical studies of obstructions
to determine their effect on the safe and efficient use of airspace. AC
70/7460-2 *Proposed Construction or Alteration* of *Objects That May
Affect Navigable Airspace.*

a.  **FAA Notice is Required.** Notification of the proposal should be
    made on FAA Form 7460-1, *Notice of Proposed Construction or
    Alteration,* available from the Airports web site
    [http://faa.gov/arp/forms/.]{.underline} The proposed construction
    or alteration of structures or objects in the vicinity of a heliport
    requiring notice to the FAA includes:

    1.  Any construction or alteration of more than 200 feet (61 m)
        above ground level (AGL) at its site.

    2.  Any construction or alteration of greater height than an
        imaginary surface located within 5,000 feet (1,524 m) of a
        public-use or military heliport and penetrate a 25:1 sloping
        surface extending outward and upward originating at the heliport
        as illustrated in Figure 1-5.

    3.  When the FAA requests notice.

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a.  **Penalty for Failure to Provide Notice.** Persons, who knowingly
    and willingly, violate the notice requirements of Part 77 are
    subject to a civil penalty pursuant to 49 USC Section 46301(a).

b.  **FAA Aeronautical Study.** Information on the FAA\'s role in
    conducting an aeronautical study of off-heliport construction is
    found in AC 70/7460-2, *Proposed Construction or Alteration of
    Objects that May Affect the Navigable Airspace*. At its discretion,
    the FAA also may choose to study a proposed structure that the FAA
    believes may pose a hazard to navigation. In most cases, wires and
    their supporting structures fall into this discretionary category of
    structures less than 200 feet (61 m) AGL.

c.  **FAA Determination.** The FAA summarizes the findings of an
    aeronautical study in a determination of HAZARD or NO HAZARD that is
    issued to the proponent. An FAA determination discusses the
    aeronautical impact of the proposed construction or alteration on
    the use of navigable airspace. The FAA does not have authority to
    approve or disapprove the construction of a proposed structure that
    would be a possible hazard to air navigation, but the FAA\'s
    recommendations on the subject are not easily dismissed by
    proponents because of potential liability.

    1.  An FAA marking-and-lighting recommendation may be incorporated
        into a determination of NO HAZARD and, if included, is
        considered to be a condition to that determination.

    2.  The FAA also provides copies of determinations to state and
        local aviation agencies and airport authorities.

    3.  When the study involves a proposal for which a Federal
        Communications Commission (FCC) construction permit is required,
        then the FAA provides the FCC with a copy of the determination.

d.  **Heliport Development Plans.** Future heliport development plans
    and feasibility studies on file with the FAA may influence the
    determinations resulting from 14 CFR Part 77 studies. To assure full
    consideration of future heliport development in Part 77 studies,
    heliport owners may wish to have their plans on file with the FAA.
    Heliport plan data should include planned FATO(s) coordinates and
    elevation(s), approach/ departure paths including their azimuths,
    and type(s) of approach(es) for any new FATO or modification of
    existing FATO. Plans may be filed with the FAA Regional Airport
    Division. (See App. 2 for addresses.)

[]{#__RefHeading___Toc83615722 .anchor}**110. 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 in FAA
Regional and Airport District Offices. Addresses of Regional offices are
listed in Appendix 2.

[]{#__RefHeading___Toc83615723 .anchor}**111. ENVIRONMENTAL IMPACT
ANALYSES**. The National Environmental Policy Act of 1969 requires
consideration of 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 specifications, unless these actions are within an existing
categorical exclusion and no 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 should address
    noise, historic and cultural resources, wildlife, energy
    conservation, land usage, air quality, water quality, pollution
    prevention, light emissions and other visual impacts,
    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 should also describe the action taken to
    ensure public involvement and citizen participation 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.** The most current version of FAA Order 5050.4, *Airport
    Environmental Handbook*, 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 is available at
    [http://faa.gov/arp/]{.underline}. State and local governments,
    including metropolitan planning organizations and local transit
    agencies, should be contacted 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. AC 150/5020-1 is available at the
    Airports web site http://faa.gov/arp/. Contact the FAA Office of
    Environment and Energy for current information related to assessing
    noise impact of heliports. Proponents of non-Federally assisted
    heliports are encouraged to work closely with local governmental
    authorities concerning environmental issues.

[]{#__RefHeading___Toc83615724 .anchor}**112. 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. Guidance is contained in
AC 150/5360-14, *Access to Airports by Individuals with Disabilities,*
and is available at the Airports web site
[http://faa.gov/arp]{.underline}. The AC applies to airports operated by
public entities and those receiving Federal financial assistance.
Paragraph 522 discusses the general applicability of transportation
requirements to public entities, private entities, and employers
providing transportation solely for their own employees.

[]{#__RefHeading___Toc83615725 .anchor}**113. 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. Heliport proponents are
encouraged to contact their respective state aeronautics commissions or
departments for particulars on licensing and assistance programs.
Appendix 2 lists addresses for state aviation offices.

[]{#__RefHeading___Toc83615726 .anchor}**114. LOCAL ROLE**. Some
communities have enacted zoning laws, building codes, fire regulations,
etc. that can impact 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, heliport proponents are encouraged to 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.

[]{#__RefHeading___Toc83615727 .anchor}**115. RELATED/REFERENCED READING
MATERIAL**. The list of related/referenced publications is provided in
Appendix 4.

![](media/image3.png){width="6.711805555555555in"
height="7.804861111111111in"}

[]{#__RefHeading___Toc83615816 .anchor}Figure 1-1. Example of the
Required Notice of Heliport Development or Change

![](media/image4.wmf){width="7.006944444444445in"
height="4.555555555555555in"}

[]{#__RefHeading___Toc83615817 .anchor}Figure 1-2. Example of a Heliport
Layout Diagram

![](media/image5.png){width="6.123611111111111in"
height="8.14861111111111in"}

[]{#__RefHeading___Toc83615818 .anchor}Figure 1-3. Example of a Heliport
Location Map

![](media/image6.wmf){width="6.495833333333334in"
height="6.047916666666667in"}

[]{#__RefHeading___Toc83615819 .anchor}Figure 1-4. Rooftop Emergency
Landing Site

![](media/image7.wmf){width="6.526388888888889in"
height="4.092361111111111in"}

**NOTES:**

1.  Building is less than 200 feet (61m) in height, but top will
    penetrate the 25:1 surface. \[Notice is required by 14 CFR PART 77
    Subpart B 77.13 (a)(2)(iii).\]

2.  Antenna is over 200 feet (61m) in height. \[Notice is required by 14
    CFR PART 77.13(a)(1).\] Antenna less than 200 feet (61m) in height,
    which penetrates the 25:1 surface. \[Notice is required by 14 CFR
    PART 77.13(a)(2)(iii).\]

3.  Construction crane penetrates 25:1 surface. \[Notice is required by
    14 CFR PART 77.13 (a)(2)(iii).\]

4.  Building less than 200 feet (61m) in height and does not penetrate
    25:1 surface. \[Notice is not required.\]

5.  Building is more than 5,000 feet (1524 m) from heliport. \[Notice is
    required if building will be 200 feet (61 m) or more in height.\]

[]{#__RefHeading___Toc83615820 .anchor}Figure 1-5. Offsite Development
Requiring Notice to the FAA

**Intentionally Left Blank**

# GENERAL AVIATION HELIPORTS {#general-aviation-heliports .Style-Heading-1-+-Not-Bold}

[]{#__RefHeading___Toc83615729 .anchor}**200. GENERAL.** A General
Aviation (GA) heliport accommodates helicopters used by individuals,
corporations, and helicopter air taxi services. This chapter contains
standards and recommendations for designing such a facility. Figure 2-1
illustrates the essential features of a general aviation heliport.

The heliport consists of a touchdown and lift-off area (TLOF) surrounded
by a final approach and takeoff area (FATO). A safety area is provided
around the FATO. Table 2-1 shows how the minimum recommended Safety Area
width varies as a function of heliport markings.

The relationship of the TLOF to the FATO and the Safety Area is shown in
Figure 2-2. A FATO may NOT contain more than one TLOF.

Appropriate approach/ departure airspace to allow safe approaches to and
departures from landing sites is required. See Paragraph 204. To the
extent feasible, the preferred approach/ departure path should be
aligned with the predominate winds.

**NOTE:** *The design recommendations given in this Chapter are based on
the presumption that there will never be more than one helicopter within
the FATO and the associated safety area. If there is a need for more
than one TLOF at a heliport, each TLOF should be located within its own
FATO and within its own Safety Area.*

a.  **Property Requirements.** The property needed for a GA heliport
    depends upon the volume and types of users and the scope of
    amenities provided. Property requirements for helicopter operators
    and for passenger amenities frequently exceed that required for
    "airside" purposes.

b.  **Ownership.** While GA heliports may be publicly owned, this is not
    required. Most GA heliports are privately owned.

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c.  **Heliport Site Selection.** Public agencies and others planning to
    develop a GA heliport are encouraged to select a site capable of
    supporting both instrument operations and future expansion.

d.  **Prior Permission Required (PPR) Facilities.** In a number of
    places this chapter states that PPR heliports need not meet a
    particular GA heliport design recommendation. The heliport owner or
    operator should ensure that all pilots using the facility are
    thoroughly knowledgeable of any such situations at the heliport and
    of the alternative means that are being used to ensure the safety
    and security of the facility.

**NOTE:** *To the extent that it is feasible and practical to do so, the
standards and recommendations in this AC should be used in planning and
designing improvements to an existing heliport when significant
expansion or reconstruction is undertaken. Furthermore, existing PPR
heliports may continue to follow the recommendations and standards
applicable at the time of design.*

**NOTE:** *If tilt rotor operations are contemplated, criteria in AC
150/5390-3, Vertiport Design, are applicable.*

[]{#__RefHeading___Toc83615730 .anchor}**201. TOUCHDOWN AND LIFT-OFF
AREA (TLOF)**.

a.  **TLOF Location.** The TLOF of a GA heliport may be at ground level,
    on an elevated structure, or at rooftop level. The TLOF is normally
    centered within the final approach and takeoff area (FATO).

b.  **TLOF Size.**

    1.  Ground-level TLOF. For ground-level heliports, the minimum TLOF
        dimension (length, width, or diameter) should be 1.0 times the
        rotor diameter (RD) of the design helicopter. At PPR facilities,
        if only a portion of the TLOF is paved, the minimum length and
        width of this paved portion should be not less than two times
        the maximum dimension (length or width) of the undercarriage of
        the design helicopter. The center of this paved portion of the
        TLOF should be the center of the TLOF. To avoid the risk of
        catching a skid, and the potential for a dynamic rollover, there
        should be no difference in elevation between the paved and
        unpaved portions of the TLOF.

    2.  Elevated General Aviation Heliport. For a rooftop or otherwise
        elevated heliport, the minimum TLOF dimension should be
        equivalent to 1.0 RD of the design helicopter. If the FATO
        outside the TLOF is non-load-bearing, the minimum width, length
        or diameter should be increased to 1-times the overall length of
        the design helicopter. See paragraph 202c(1).

    3.  Elevated PPR Heliports. At PPR rooftop or otherwise elevated
        facilities the TLOF can be a minimum of two times the maximum
        dimension (length or width) of the undercarriage of the design
        helicopter, if a solid surrounding area the size of the rotor
        diameter of the design helicopter is able to support 20 lbs/ft2
        live load (98 kg/m2), and the height of the TLOF surface above
        the surrounding area is no greater than 30 inches (76cm). The
        center of this load bearing portion of the TLOF should be the
        center of the FATO/TLOF. If there is a difference in elevation
        between the surrounding area and the TLOF, the perimeter of the
        TLOF should be marked in accordance with paragraph 209a.

    4.  Elongated TLOF. An elongated TLOF can provide an increased
        safety margin and greater operational flexibility. An elongated
        TLOF may contain a landing position located in the center and
        two takeoff positions located at either end as illustrated in
        Figure 2-3. The landing position should have a minimum length
        equal to the rotor diameter of the design helicopter.

**NOTE:** *If an elongated TLOF is provided an elongated FATO will*
*also be required. See Figure 2‑3.*

c.  **Ground-level TLOF Surface Characteristics.** The entire TLOF
    should be load bearing, either a paved surface or aggregate turf
    (see AC 150/5370-10. Item P-217). The TLOF and any supporting TLOF
    structure should be designed for the dynamic loads of the design
    helicopter described in paragraph 806b. Portland Cement Concrete
    (PCC) is recommended for ground-level facilities. An asphalt surface
    is "less desirable" for heliports as it may rut under the wheels or
    skids of a parked helicopter. This has been a factor in some
    rollover accidents. Pavements should have a broomed or other
    roughened finish that provides a skid-resistant surface for
    helicopters and non-slippery footing for people.

d.  **Rooftop and Other Elevated TLOFs.** Elevated TLOFs and any TLOF
    supporting structure should be capable of supporting the dynamic
    loads of the design helicopter described in paragraph 806b. An
    elevated heliport is illustrated in Figure 2-4.

    1.  Elevation. The TLOF should be elevated above the level of any
        obstacle in the FATO and Safety Area that can not be removed.
        \[Exception: This does not apply to frangibly mounted objects
        that, due to their function, must be located within the Safety
        Area (see paragraph 203d).\]

    2.  Obstructions. Elevator penthouses, cooling towers, exhaust
        vents, fresh-air vents, and other raised features can impact
        heliport operations. Helicopter exhaust can impact building air
        quality if the heliport is too close to fresh-air vents. These
        issues should be resolved during facility design. In addition,
        control mechanisms should be established to ensure that
        obstruction hazards are not installed after the heliport is
        operational.

    3.  TLOF Surface Characteristics. Rooftop and other elevated
        heliport TLOFs should be constructed of metal or concrete (or
        other materials subject to local building codes). TLOF surfaces
        should have a broomed pavement or other roughened finish that
        provides a skid-resistant surface for helicopters and
        non-slippery footing for people.

    4.  Safety Net. When the TLOF is on a platform elevated more than
        30 inches (76 cm) above its surroundings, a safety net, not less
        than 5 feet (1.5 m) wide, should be provided. A railing or fence
        should not be used since it would be a safety hazard during
        helicopter operations. The safety net should have a load
        carrying capability of 25 lbs/ft^2^ (122 kg/m^2^). The net, as
        illustrated in Figure 2-24, should not project above the level
        of the TLOF. Both the inside and outside edges of the safety net
        should be fastened to a solid structure.

**NOTE:** *Designers should consider state and local regulations when
determining the width required for the safety net.*

5.  Access to Elevated TLOFs. The Occupational Safety and Health
    Administration (OSHA) requires two separate access points for an
    elevated structure such as an elevated TLOF. If stairs are used,
    they should be built in compliance with regulation 29 CFR 1910.24.
    When ramps are required, they should be built in compliance with
    Appendix A of 49 CFR Part 37, Section 4.8 and state and local
    requirements. The ramp surface should provide a slip-resistant
    surface. The slope of the ramp should be no steeper than 12:1 (12
    units horizontal in 1 unit vertical). The width of the ramp should
    be not less than 4 feet (1.2 m) wide. Inside the FATO and safety
    area, any handrails should not extend above the elevation of the
    TLOF. Where a handrail complying with Appendix A of 49 CFR 37,
    Section 4.8, is not provided, other means should be provide to
    protect personnel from fall hazards.

6.  Access by Individuals with Disabilities. Heliports operated by
    public entities and those receiving Federal financial assistance
    should provide reasonable accommodation for individuals with
    disabilities if they do not impose undue hardship (significant
    difficulty or expense) on the operation of the organization. Refer
    to paragraph 112 and AC 150/5360-14 for additional guidance.

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e.  **TLOF Gradients.** Recommended TLOF gradients are defined in
    Chapter 8.

[]{#__RefHeading___Toc83615731 .anchor}**202. FINAL APPROACH AND TAKEOFF
AREA (FATO)**. A general aviation heliport should have at least one
FATO. The FATO should contain a TLOF within its borders at which
arriving helicopters terminate their approach and from which departing
helicopters take off.

a.  **FATO Location.** The FATO of a GA heliport may be at ground level,
    water level, on an elevated structure, or on a rooftop. The
    relationship of the FATO to the TLOF and the Safety Area is shown in
    Figure 2-2.

b.  **FATO Size.**

    1.  The minimum width, length or diameter of a FATO should be at
        least 1.5 times the overall length (OL) of the design
        helicopter. At elevations well above sea level a longer FATO can
        provide an increased safety margin and greater operational
        flexibility. The additional FATO length that should be used is
        depicted in Figure 2-5. For PPR facilities, the minimum length
        of the FATO need not be corrected for altitude.

    2.  The minimum distance between the TLOF perimeter and the FATO
        perimeter should be not less than the distance \[0.5 x (1.5 OL
        -- 1RD)\] where OL is the overall length and RD is the rotor
        diameter of the design helicopter. The relationship of the TLOF
        to the FATO and the Safety Area is shown in Figure 2-2.

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c.  **FATO Surface Characteristics.** If the TLOF is marked, the FATO
    outside the TLOF should be capable of supporting the static loads of
    the design helicopter (Paragraph 806 a). If the TLOF is not marked
    (see Paragraph 209a) and/or it is intended that the helicopter can
    land any where within the FATO, the FATO outside the TLOF and any
    FATO supporting structure should, like the TLOF, be capable of
    supporting the dynamic loads of the design helicopter (Paragraph 806
    b).

    1.  Elevated Heliports. There are some helicopter performance
        benefits and increased operational flexibility if the FATO
        outside the TLOF is load bearing. The FATO outside of the TLOF
        need not be load bearing if the minimum width, length or
        diameter of TLOF is increased to 1.0 times the overall length
        (OL) of the design helicopter. The FATO outside the TLOF may
        extend into clear airspace.

    2.  Ground Level PPR Heliports. For ground level PPR heliports, if
        the TLOF is marked, the FATO outside the TLOF need not be load
        bearing as defined in Paragraph 806 providing it is a solid area
        able to support a 20lbs/ft^2^ (98 kg/m^2^) live load. If the
        TLOF is not marked (see Paragraph 209a) and/or it is intended
        that the helicopter can land any where within the FATO, the FATO
        outside the TLOF should, like the TLOF, be capable of supporting
        the dynamic loads of the design helicopter (Paragraph 806 b).

    3.  Elevated PPR Heliports. For elevated PPR heliports only the TLOF
        need to be load bearing. If the TLOF is marked, the FATO outside
        the TLOF, and the Safety Area, may extend into the clear
        airspace. (See Figures 2-4 and 2-6.). If the TLOF is not marked
        (see Paragraph 209a) and/or it is intended that the helicopter
        can land any where within the FATO, the FATO outside the TLOF
        should, like the TLOF, be capable of supporting the dynamic
        loads of the design helicopter (Paragraph 806 b).

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(4) If the FATO is load bearing, the portion abutting the TLOF should be
    continuous with the TLOF and the adjoining edges should be at the
    same elevation. If it is unpaved, the FATO should be treated to
    prevent loose stones and any other flying debris caused by
    rotorwash.

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(5) When the FATO is on a platform elevated more than 30 inches (76 cm)
    above its surroundings, a safety net, not less than 5 feet (1.5 m)
    wide, should be provided. A railing or fence should not be used
    since it would be a safety hazard during helicopter operations. The
    safety net should have a load carrying capability of 25 lbs/ft^2^
    (122 kg/m^2^). The net, should not project above the level of the
    FATO. Both the inside and outside edges of the safety net should be
    fastened to a solid structure.

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d.  **Mobile Objects Within the FATO and the Safety Area.** The FATO and
    Safety Area design recommendations of this AC are based on the
    assumption that the TLOF/FATO is closed to other aircraft if a
    helicopter or other mobile object is within the FATO or the
    associated Safety Area.

e.  **FATO/FATO Separation.** If a heliport has more than one FATO, the
    separation between the perimeters of the two FATO, should be such
    that the respective Safety Areas do not overlap. This separation is
    based on the assumption that simultaneous approach/ departure
    operations will not take place.

**NOTE:** *If simultaneous operations are planned, greater separation
will be required.*

\`

f.  **FATO Gradients.** Recommended FATO gradients are defined in
    Chapter 8.

[]{#__RefHeading___Toc83615732 .anchor}**203. SAFETY AREA**. A Safety
Area surrounds a FATO and should be cleared of all obstacles except
small frangible objects that, because of their function, must be located
there.

a.  **Safety Area Width.** The minimum recommended width of a Safety
    Area is dependent upon the heliport markings. The Safety Area width
    is dependent upon the use of the TLOF markings (paragraph  209a),
    the FATO markings (paragraph  209a), and the standard heliport
    identification marking (i.e., the H, paragraph 209b(1)). The
    recommended size of the Safety Area in Table 2-1 is increased if the
    TLOF perimeter is not marked. The minimum recommended width of the
    Safety Area is the same on all sides. The Safety Area may extend
    into clear airspace.

b.  **A Precision Approach Safety Area Width for operations under
    Instrument Flight Rules (IFR).** RESERVED.

c.  **Mobile Objects within the Safety Area.** See paragraph 202d.

d.  **Fixed Objects Within a Safety Area.** No fixed object should be
    permitted within a Safety Area except for frangibly mounted objects
    that, due to their function, must be located there. Those objects
    whose functions require them to be located within the Safety Area
    should not exceed a height of 8 inches (20 cm) above the elevation
    of the FATO perimeter nor penetrate the approach/ departure surfaces
    or transitional surfaces.

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e.  **Safety Area Surface.** The Safety Area need not be load bearing.
    Figure 2-6 depicts a Safety Area extending over water. If the Safety
    Area is load bearing, the portion abutting the FATO should be
    continuous with the FATO and the adjoining edges should be at the
    same elevation. This is needed to avoid the risk of catching a
    helicopter skid or wheel. The Safety Area should be treated to
    prevent loose stones and any other flying debris caused by rotor
    wash.

f.  **Safety Area Gradients.** Recommended Safety Area gradients are
    defined in Chapter 8.

[]{#__RefHeading___Toc83615733 .anchor}**204. VFR APPROACH/ DEPARTURE
PATHS**. The purpose of approach/ departure airspace, shown in Figure
2-7, is to provide sufficient airspace clear of hazards to allow safe
approaches to and departures from the TLOF.

a.  **Number of Approach/ Departure Paths**. Preferred approach/
    departure paths should be aligned with the predominant wind
    direction so that downwind operations are avoided and crosswind
    operations are kept to a minimum. To accomplish this, a heliport
    should have more than one approach/ departure paths and the
    preferred flight approach/ departure path should, to the extent
    feasible, be aligned with the predominate wind. Other approach/
    departure paths should be based on the assessment of the prevailing
    winds or when this information is not available, the separation
    between such flight paths and the preferred flight path should be at
    least 135 degrees. See Figure 2-7.

PPR facilities may have only one approach/ departure path although a
second flight path provides additional safety margin and operational
flexibility.

b.  **VFR Approach/ Departure Surfaces.** An approach/ departure surface
    is centered on each approach/ departure path. Figure 2-7 illustrates
    the approach/ departure and transitional surfaces.

The approach / departure path starts at the edge of the FATO and slopes
upward at 8:1 (8 units horizontal in 1 unit vertical) for a distance of
4000 ft (1219 m) where the width is 500 ft (152 m) at a height of 500 ft
(152 m) above the elevation of TLOF surface.

The transitional surfaces start from the edges of the FATO parallel to
the flight path center line, and from the outer edges of the 8:1
approach/ departure surface, and extend outwards at a slope of 2:1
(2 units horizontal in 1 unit vertical) for a distance of 250 ft (76 m)
from the centerline. The transitional surfaces start at the edge of the
FATO opposite the 8:1approach/ departure surfaces and extends to the end
of the approach/ departure surface. See Figure 2‑7.

**NOTE:** *The transitional surface is not applied on the FATO edge
opposite the approach/ departure surface.*

The Approach/ departure Surfaces should be free of penetrations. Any
penetration of the transitional surface should be considered a hazard
unless an FAA aeronautical study determines that it will not have a
substantial effect upon the safe and efficient use of this airspace.
Paragraph 108 provides guidance on how to identify and mitigate such
hazards.

For PPR facilities, transitional surfaces need not be considered if the
size of the 8:1 approach/ departure surface is increased for a distance
of 2000 ft. (610 m) as shown in Figure 2-8. The lateral extensions on
each side of the 8:1 approach/ departure surface starts at the width of
the FATO and is increased so that at a distance of 2000 ft (610 m) from
the FATO it is 100 ft (30 m) wide. Penetrations of obstacles into area A
or area B, but not both, may be allowed providing the penetrations are
marked or lighted and not considered a hazard.

**NOTE:** *When the standard surface is incompatible with the airspace
available at the heliport site, no operations should be conducted unless
helicopter performance data supports a capability to safely operate
using an alternate approach/ departure surface. The site should be
limited to those helicopters meeting or exceeding the required
performance and approved by the FAA.*

**c. Marking and Lighting of Objects that Are Difficult to See.** See
paragraph 211.

**d. Periodic Review of Obstructions.** Heliport operators should
reexamine obstacles in the vicinity of 8:1 approach/ departure paths on
at least an annual basis. This reexamination should include an appraisal
of the growth of trees in close proximity to approach and departure
paths. Paragraph 108b provides guidance on how to identify and mitigate
obstruction hazards.

**e. Curved VFR Approach/ Departure Paths.** VFR approach/ departure
paths may curve to avoid objects or noise-sensitive areas. Heliport
designers are encouraged to use the airspace above public lands, such as
freeways or rivers.

**NOTE:** *In the next revision of this AC, the FAA intends to provide
details on the minimum dimensions of curved approach/ departure
airspace.*

[]{#__RefHeading___Toc83615734 .anchor}**205. PROTECTION ZONE**. The
protection zone is the area under the 8:1 approach/ departure surface
starting at the FATO perimeter and extending out for a distance of
280 feet (85.3 m), as illustrated in Figure 2-9. The heliport proponent
should own or control the property containing the protection zone. This
control should include the ability to clear incompatible objects and to
preclude the congregation of people. For PPR heliports, a protection
zone is optional. For GA heliport, air easement rights may be one option
to control use of the ground within the protection zone.

[]{#__RefHeading___Toc83615735 .anchor}**206. WINDSOCK**.

a.  **Specification.** A windsock conforming to AC 150/5345-27.
    Specification for Wind Cone Assemblies should be used to show the
    direction and magnitude of the wind. The windsock should provide the
    best possible color contrast to its background.

b.  **Windsock Location.** The windsock should be located so it provides
    the pilot with valid wind direction and speed information in the
    vicinity of the heliport under all wind conditions.

    1.  The windsock should be sited so it is clearly visible to the
        pilot on the approach path when the helicopter is at a distance
        of 500 feet (152 m) from the TLOF.

    2.  Pilots should also be able to see a windsock from the TLOF.

    3.  To avoid presenting an obstruction hazard, the windsock should
        be located outside the safety area, and it should not penetrate
        the approach/ departure or transitional surfaces.

    4.  At many landing sites, there may be no single, ideal location
        for the windsock. At other sites, it may not be possible to site
        a windsock at the ideal location. Consequently, more than one
        windsock may be required in order to provide the pilot with all
        the wind information needed for safe operations.

c.  **Windsock Lighting.** For night operations, the windsock should be
    internally lighted or externally illuminated to ensure that it is
    clearly visible.

[]{#__RefHeading___Toc83615736 .anchor}**207. TAXIWAYS AND TAXI
ROUTES**. Taxiways and taxi routes should be provided for the movement
of helicopters from one part of a landing facility to another. They
provide a connecting path between the FATO and a parking area. They also
provide a maneuvering aisle within the parking area. A taxi route
includes the taxiway plus the appropriate clearances needed on both
sides. The relationship between a taxiway and a taxi route is
illustrated in Figures 2-10, 2-11, and 2-12.

**NOTE:** *At PPR heliports with no parking or refueling area outside
the TLOF(s), no taxi route or taxiway is required*.

a.  **Taxiway/Taxi Route Widths.** The dimensions of taxiways and taxi
    routes are a function of helicopter size, taxiway/taxi route
    marking, and type of taxi operations (ground taxi versus hover
    taxi). These dimensions are defined in Table 2-2.

**NOTE:** *Normally, the requirement for hover taxi dictates the
taxiway/taxi route widths. However, when the fleet comprises a
combination of large ground taxiing helicopters and smaller air taxiing
helicopters, the larger aircraft may dictate the taxiway/taxi route
widths. If wheel-equipped helicopters taxi with wheels not touching the
surface, the facility should be designed with hover taxiway widths
rather than ground taxiway widths.*

b.  **Paved Taxiway Markings.** The centerline of a taxiway should be
    marked with a continuous 6-inch (15 cm) yellow line. Both edges of
    the paved portion of the taxiway should be marked with two
    continuous 6- inch wide (15 cm) yellow lines spaced 6 inches (15 cm)
    apart. Figure 2-10 illustrates taxiway centerline and edge markings.

c.  **Unpaved Taxiway Markings.** The centerline should be marked with
    in-ground flush markers. They should be longitudinally spaced at
    approximately 15-feet (5 m) intervals on straight segments and at
    approximately 10‑feet (3 m) intervals on curved segments. Edge
    markers should also be used to provide strong visual cues to pilots.
    Edge markers may be either raised or in-ground flush markers. They
    should also be longitudinally spaced at approximately 15-feet (5 m)
    intervals on straight segments and at approximately 10‑feet (3 m)
    intervals on curved segments. Figures 2-11 and 2-12 illustrate
    taxiway centerline and edge markings.

    1.  In-ground, flush centerline markers should be yellow in color,
        6 inches (15 cm) wide, and approximately 5 feet (1.5 m) long.

    2.  Raised-edge markers should be yellow-blue-yellow in color, 4
        inches (10 cm) in diameter, and 10 inches (25 cm) high, as
        illustrated in Figure 2‑13.

    3.  In-ground, flush edge markers should be yellow in color,
        12 inches (30 cm) wide, and approximately 5 feet (1.5 m) long.

**NOTE:** *Where the visibility of the centerline marking can not be
guaranteed at all times, such as locations where snow or dust commonly
obscure the centerline marking and it is not practical to remove it,
centerline marking is still recommended. However, under such
circumstances, the minimum taxiway/taxi route dimensions should be
determined as if there was no centerline marking (see Table 2-2).*

NOTE: *Elevated centerline markers are NOT recommended because they
present an obstruction hazard.*

d.  **Raised Edge Markers in Grassy Areas.** Raised edge markers are
    sometimes obscured by tall grass. The heliport operator should
    address this problem with a 12-inch diameter (30 cm) diameter
    concrete pad or a solid material disk around the pole supporting the
    raised marker, as illustrated in Figure 2-13.

e.  **Taxiway to Parking Position Transition Requirements.** Taxiway
    centerline markings should continue into parking positions and
    become the parking position centerlines. However, if the parking
    position has centerline marking and the taxiway does not, the
    parking position centerline should be extended, in the direction of
    the taxiway, for a distance of at least one half of the rotor
    diameter of the largest helicopter for which the parking position is
    designed.

f.  **Surfaces.** Ground taxiways should have a surface that is Portland
    Cement, asphalt or a surface, such as turf, stabilized in accordance
    with the recommendations of Item P-217 of AC 150/5370-10. Unpaved
    portions of taxiways and taxi routes should have a turf cover or be
    treated in some way to prevent dirt and debris from being raised by
    a taxiing helicopter's rotor wash.

g.  **Gradients.** Recommended taxiway and taxi route gradients are
    defined in Chapter 8.

h.  **Lighting.** See paragraph 210.

[]{#__RefHeading___Toc83615737 .anchor}**208. HELICOPTER PARKING**. If
more than one helicopter at a time is expected at a heliport, the
facility should have an area designated for parking helicopters. The
size of this area should depend on the number and size of helicopters to
be accommodated. Parking positions should be \`designed to accommodate
the full range of helicopter size and weights expected at the facility.
Parking positions should support the static loads of the helicopter
intended to use the parking area (Paragraph 806a). Parking areas may be
designed as one large, paved apron or as individual, paved parking
positions.

a.  **Location.** Aircraft parking areas should not lie under an
    approach/ departure surface. However, aircraft parking areas may lie
    under the transitional surfaces.

    1.  The parking position should be located to provide adequate
        clearance from any object or building. The clearance from the
        tail rotor arc for hover taxi operations should be 1/3 of the
        rotor diameter, but not less than 10 ft (3 m), and 10 ft (3 m)
        for ground taxi operations. See Figure 2-17.

    2.  The nearest edge of a parking position should be located a
        minimum of 1/3 of the rotor diameter, from the edge of the taxi
        route for 'turn-around' and 'taxi-through' parking positions and
        a minimum of 1/2 rotor diameter from the edge of the taxi route
        for 'back-out' parking positions.

b.  **Size.** Parking position sizes are dependent upon the helicopter
    size. The clearance between parking positions are dependent upon the
    type of taxi operations (ground taxi or hover taxi) and the intended
    paths for maneuvering in and out of the parking position.

    1.  If all parking positions are the same size, they should be large
        enough to accommodate the largest helicopter that will park at
        the heliport.

    2.  When there is more than one parking position, the facility may
        be designed with parking positions of various sizes with at
        least one position that will accommodate the largest helicopter
        that will park at the heliport. Other parking positions may be
        smaller, designed for the size of the individual or range of
        individual helicopters planned to be parked at that position.

    3.  The parking position should be marked with rotor diameter of the
        largest helicopter that the parking position is designed to
        accommodate \[see paragraph 208c(2)\].

    4.  "Turn-around" parking positions should be designed as
        illustrated in Figure 2-14 and 2-17. Figure 2-17 also provides
        guidance on issues other that the separation between parking
        positions.

    5.  "Taxi-through" parking positions should be designed as
        illustrated in Figure 2-15. When this design is used for parking
        positions, the heliport owner and operator should take steps to
        ensure that all pilots are informed that "turn-around" or
        "back-up" departures from the parking position are not
        permitted.

    6.  "Back-out" parking positions should be designed as illustrated
        in Figures 2-16 and 2-17. When this design is used for parking
        positions, the adjacent taxiway should be designed to
        accommodate hover taxi operations so that the width of the
        taxiway will be adequate to support "back-out" operations.

**NOTE:** *Heliport parking areas should be designed so that helicopters
will be parked in an orientation that keeps the "avoid areas" around the
tail rotors (see Figure 2-29) clear of passenger walkways.*

c.  **Helicopter Parking Position Marking.** Helicopter parking
    positions should have the following markings:

    1.  A 6-inch-wide (15 cm), solid yellow line defining a circle of 1
        rotor diameter of the largest helicopter that will park at that
        position. In paved areas, this should be a painted line (see
        Figure 2-17). In unpaved areas, this line should be defined by a
        series of flush markers, 6 inches (15 cm) in width, a maximum of
        5 feet (1.5 m) in length, and with end-to-end spacing of
        approximately 5 feet (1.5 m).

    2.  Marking indicating the rotor diameter of the largest helicopter
        that the position is designed to accommodate (e.g., 49). This
        marking should be in yellow characters, clearly visible, and at
        least 3 feet (0.9 m) high. (See Figure 2-18 and Appendix Figure
        A3-1.)

    3.  A 12-inch-wide (30 cm) solid yellow centerline marking. In paved
        areas, this should be a painted line (see Figure 2-17). In
        unpaved areas, this line should be a series of flush markers,
        each approximately 5 feet (1.5 m) in length with end-to-end
        spacing of not more than 6 inches (15 cm).

    4.  A 12-inch-wide (30 cm) extended centerline that the pilot can
        see when positioned in the center of the parking position. For a
        "taxi-through" parking position, this should be a solid yellow
        line (see Figure 2-15). \[In paved areas, this should be a
        painted line. In unpaved areas, this line should be defined by a
        series of flush markers, each approximately 5 feet (1.5 m) in
        length, 12 inches (30 cm) in width, with end-to-end spacing of
        not more than 6 inches (15 cm).\]

If the parking position will NOT accommodate taxi-through operations,
this extended centerline should be a dashed yellow line. (See
Figure 2-14, 2-16 and 2-17.) The purpose of the extended centerline is
to provide the pilot with better visual guidance during parking
maneuvers.

5.  A 6-inch-wide (15 cm) solid yellow shoulder line, perpendicular to
    the centerline, should be located so it is under the pilot's
    shoulder when the main rotor of the largest helicopter for which the
    position is designed will be entirely within the 1.0 rotor diameter
    parking circle (see Figure 2-18). This shoulder line should extend
    far enough from the parking position centerline so the pilot can see
    it on both sides of the helicopter. In paved areas, this should be a
    painted line. In unpaved areas, this line should be a series of
    flush markers.

6.  Parking position identifications (numbers or letters) should be
    marked if there is more than one parking position. These markings
    should be yellow characters that are clearly visible and 3 feet
    (0.9 m) high. (See Figures.2-18, and Appendix Figure A3-1)

7.  A passenger walkway, as illustrated in Figure 2-17, should be
    clearly marked.

8.  If a parking position has a weight limitation, it should be stated
    in units of 1,000 pounds as illustrated in Figure 2-18. (A 9
    indicates a weight-carrying capability of up to 9,000 pounds. Metric
    equivalents should NOT be used for this purpose.) This marking
    should be yellow characters that are clearly visible and 3 feet
    (0.9 m) high. A bar may be placed under the number to minimize the
    possibility of being misread. (See Figures 2-18, and Appendix Figure
    A3-1)

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d.  **Parking Pads.** If the entire area of the parking position is not
    paved, the smallest dimension of a paved parking pad should be a
    minimum of two times the maximum dimension (length or width,
    whichever is greater) of the undercarriage of the largest helicopter
    that will use this parking position. The parking pad should be
    placed in the center of the parking position circle.

e.  **Passenger Walkways.** At parking positions, marked walkways should
    be provided where practicable. Figure 2-17 and 2-18 illustrates one
    marking scheme. The pavement should be designed so spilled fuel does
    not drain onto passenger walkways or toward parked helicopters. Two
    separated access points are required for elevated TLOFs. (Paragraph
    201d(5))

f.  **Parking Area Size and Clearance Requirements for a Variety of
    Helicopters (Wheeled and Skid-equipped).** The more demanding
    requirement will dictate what is required at a particular site.
    Usually, the parking area requirements for skid-equipped helicopters
    will be the most demanding. However, when the largest helicopter is
    a very large, wheeled aircraft (e.g., the S-61), and the
    skid-equipped helicopters are all much smaller, the parking
    requirements for wheeled helicopters may be the most demanding. If
    wheel-equipped helicopters taxi with wheels not touching the
    surface, parking areas should be designed based on hover taxi
    operations rather than ground taxi operations.

g.  **Fueling.** Helicopter fueling is typically accomplished with the
    use of a fuel truck or the use of a specific fueling area with
    stationary fuel tanks.

    1.  Systems for storing and dispensing fuel must conform to Federal,
        state, and local requirements for petroleum handling facilities.
        Guidance is found in AC 150/5230-4, *Aircraft Fuel Storage,
        Handling, and Dispensing on Airports*, and National Fire
        Protection Association (NFPA) 403, *Standard for Aircraft Rescue
        and Fire Fighting Services at Airports*, and NFPA 418,
        *Standards for Heliports*.

    2.  Fueling locations should be designed and marked to minimize the
        potential for helicopters to collide with the dispensing
        equipment. Fueling areas should be designed so there is no
        object tall enough to be hit by the main or tail rotor blades
        within a distance of 1.0 rotor diameter from the center point of
        the position where the helicopter would be fueled (providing 0.5
        rotor diameter tip clearance from the rotor tips). If this is
        not practical at an existing facility, long fuel hoses should be
        installed.

    3.  Lighting. The fueling area should be lighted if night fueling
        operations are contemplated. Care should be taken to ensure that
        any light poles do not constitute an obstruction hazard.

h.  **Tie-Downs.** Recessed tie-downs may be installed to accommodate
    extended or overnight parking of based or transient helicopters. If
    tie-downs are provided, they should be recessed so as not to be a
    hazard to helicopters. Caution should be exercised to ensure that
    any depression associated with the tie-downs should be of a diameter
    not be greater than 1/2 the width of the smallest helicopter landing
    wheel or landing skid anticipated to be operated on the heliport
    surface. In addition, tie-down chocks, chains, cables and ropes
    should be stored off the heliport surface to avoid fouling landing
    gear. Guidance on recessed tie-downs can be found in AC 20-35,
    *Tie-down Sense*.

i.  **Taxiway-to-Parking-Position** Transition Requirements. See
    paragraph 207e.

[]{#__RefHeading___Toc83615738 .anchor}**209. HELIPORT MARKERS AND
MARKINGS**. Markers and/or surface markings should identify the facility
as a heliport. Surface markings may be paint, reflective paint,
reflective markers, or preformed material. Lines/markings may be
outlined with a 6-inch-wide (15 cm) line of a contrasting color to
enhance conspicuity. The following markers and markings should be used.

a.  **TLOF and FATO Perimeter Markings.** The perimeter of the TLOF
    and/or the FATO should be marked. The perimeter of the FATO should
    be defined with markers and/or lines. It is suggested that the TLOF
    perimeter should also be defined with markers and/or lines since
    this provides a greater safety margin than marking only one
    perimeter. However, this greater safety margin may also be achieved
    by increasing the size of the Safety Area. Paragraph 203a and
    Table 2-1 recommend that the size of the Safety Area should be
    increased if the TLOF perimeter is not marked. \[Exception: It is
    recognized that the FATO perimeter will not be marked if any portion
    of the FATO is NOT a load-bearing surface. In such cases, the TLOF
    perimeter should be marked.\]

    1.  TLOFs. The perimeter of a paved or hard surfaced TLOF should be
        defined with a continuous, 12-inch-wide (30 cm), white line (see
        Figures 2-19 and 2-20). The perimeter of an unpaved TLOF should
        be defined with a series of 12-inch-wide (30 cm), flush,
        in-ground markers, each approximately 5 feet (1.5 m) in length
        with end-to-end spacing of not more than 6 inches (15 cm). (See
        Figure 2-20).

    2.  Unpaved FATOs. The perimeter of an unpaved FATO should be
        defined with 12-inch-wide (30 cm), flush, in-ground markers. The
        corners of the FATO should be defined, and the perimeter markers
        should be 12 inches in width and approximately 5 feet (1.5 m) in
        length, and have end-to-end spacing of approximately 5 feet
        (1.5 m). (See Figures 2-20 and 2-21).

    3.  Paved FATOs. The perimeter of a paved FATO should be defined
        with a 12-inch-wide (30 cm) dashed white line. The corners of
        the FATO should be defined, and the perimeter marking segments
        should be 12 inches in width, approximately 5 feet (1.5 m) in
        length, and with end-to-end spacing of approximately 5 feet
        (1.5 m). (See Figure 2-19).

b.  **Heliport Identification Marking.** The identification marking is
    intended to identify the location as a heliport, to mark the TLOF,
    and to provide visual cues to the pilot.

    1.  Standard Heliport Identification Symbol. A white H marking with
        a contrasting border if required (see paragraph 209) should mark
        the TLOF. The proportions and layout of the letter H are
        illustrated in Figure 2-22. The height of the H is limited to 60
        feet (18.3m) for public use heliports. For PPR heliports the
        size of the H can be limited to 10 feet (3m). The H should be
        located in the center of the TLOF and oriented on the axis of
        the preferred approach/ departure path. A bar may be placed
        under the H when it is necessary to distinguish the preferred
        approach/ departure direction. Arrows and/or landing direction
        lights (see paragraph 210e) may also be used to indicate one or
        more preferred approach/ departure directions.

    2.  Nonstandard Heliport Identification Marking. A distinctive
        marking, such as a company logo, may serve to identify the
        facility as a PPR heliport. However, nonstandard marking does
        not necessarily provide the pilot with the same degree of visual
        cueing as the standard heliport identification symbol. To
        compensate, paragraph 203 and Table 2-1 recommend that the size
        of the Safety Area should be increased when the standard
        heliport identification symbol "H" is not used.

c.  **Taxiway and Taxi Route Markings.** See paragraph 207.

d.  **Apron Markings.** In addition to the taxiway and parking position
    markings, the yellow (double) taxiway edge lines should continue
    around the apron to define its perimeter. Figure 2-14, 2-15, and
    2-16 illustrates apron markings.

e.  **Parking Position Markings.** See paragraph 208.

f.  **Closed Heliport.** All markings of a permanently closed heliport,
    FATO, or TLOF should be obliterated. If it is impractical to
    obliterate markings, a yellow X should be placed over the H, as
    illustrated in Figure 2-23. The yellow X should be large enough to
    ensure early pilot recognition that the heliport is closed. The
    windsock(s) and other visual indications of an active heliport
    should also be removed.

g.  **TLOF Size Limitations.** The TLOF should be marked to indicate the
    rotor diameter of the largest helicopter for which it is designed as
    indicated in Figure 2-22. (The rotor diameter should be given in
    feet. Metric equivalents should NOT be used for this purpose.) This
    marking should be centered in the lower section of a TLOF
    size/weight limitation 'box'. The numbers should be should be 3 ft
    (0.9 m) high (see Appendix Figure A3-1). The numbers should be black
    with a white background. When viewed from the preferred approach
    direction, this TLOF size/weight limitation 'box' should be located
    on the TLOF in the lower right-hand corner, or the on right-hand
    side of the H of a circular TLOF.

**NOTE:** *This marking is optional at a TLOF with a turf surface or PPR
heliports.*

h.  **Elevated TLOF Weight Limitations.** If a TLOF has limited
    weight-carrying capability, it should be marked with the maximum
    takeoff weight of the design helicopter, in units of thousands of
    pounds as indicated in Figure 2-22. (A numeral 12 indicates a
    weight-carrying capability of up to 12,000 pounds. Metric
    equivalents should NOT be used for this purpose.) This marking
    should be centered in the upper section of a TLOF size/weight
    limitation 'box'. The numbers should be 3 ft (0.9 m) high (see
    Appendix Figure A3-1). The numbers should be black with a white
    background. When viewed from the preferred approach direction, this
    TLOF size/weight limitation 'box' should be located on the TLOF in
    the lower right-hand corner or on the right-hand side of the H of a
    circular TLOF. If the TLOF does not have a weight limit, a diagonal
    line, extending from the lower left hand corner to the upper right
    hand corner, should be added to the upper section of the TLOF
    size/weight limitation 'box' (see Figure 2-22).

**NOTE:** *This marking is optional for PPR heliports. However the PPR
heliport operator should ensure that all pilots using the facility are
thoroughly knowledgeable with this and any other facility limitations.*

i.  **Equipment/Object Marking.** Heliport maintenance and servicing
    equipment, as well as other objects used in the airside operational
    areas, should be made conspicuous with paint, reflective paint,
    reflective tape, or other reflective markings. Particular attention
    should be given to marking objects that are hard to see in marginal
    visibility such as at night, heavy rain, or in fog.

j.  **Marking Obstructions Outside the Approach/ Departure Airspace.**
    See paragraph 211.

k.  **Marking Proportions.** See Appendix 3 for guidance on the
    proportions of painted numbers.

[]{#__RefHeading___Toc83615739 .anchor}**210. HELIPORT LIGHTING**. For
night operations, the TLOF, the FATO, taxiways, taxi routes, and the
windsock need to be lighted, as described within this paragraph. AC
150/5340-28, *Low Visibility Taxiway Lighting Systems*; AC 150/5340-24,
*Runway and Taxiway Edge Lighting System*; and AC 150/5345-46,
*Specification for Runway and Taxiway Light Fixtures*; contain technical
guidance on lighting equipment and installation details. Heliport
lighting ACs are available at the Airports web site
[http://faa.gov/arp.]{.underline}

a.  **Ground-level TLOF--Perimeter Lights.** Flush green lights should
    define the TLOF perimeter. A minimum of four flush light fixtures is
    recommended per side of a square or rectangular TLOF. (PPR
    facilities may have a minimum of three flush light fixtures on each
    side of a square or rectangular TLOF.) A light should be located at
    each corner with additional lights uniformly spaced between the
    corner lights, with a maximum interval of 25 feet (7.6 m) between
    lights. An even number of lights (at least eight lights should be
    used) uniformly spaced with a maximum interval of 25 feet (7.6 m)
    between lights, may be used to define a circular TLOF. Flush lights
    should be located within 1 foot (30 cm) (inside or outside) of the
    TLOF perimeter.

Flush lights are recommended for PPR facilities. But raised green
omni-directional lights may be used if only the TLOF is load bearing.
The raised lights should be located outside and within 10 foot (3m) of
the edge of the TLOF and should not penetrate a horizontal plane at the
TLOF elevation by more than 2 inches (5 cm).

b.  **Elevated TLOF - Perimeter Lights.** The TLOF perimeter should be
    lit with green lights. If flush lights are used, they should be
    located within 1-foot of the TLOF perimeter. If raised,
    omni-directional lights are used, they should be located on the
    outside edge of the TLOF or the outer of the safety net, as shown in
    Figure 2-24. The raised lights should not penetrate a horizontal
    plane at the TLOFs elevation by more than 2 inches (5 cm). In areas
    where it snows in the winter, the outside edge is the preferred
    location. (Lights on the outside edge of the TLOF are prone to
    breakage during snow removal.) Lighting on the outside edge also
    provides better visual cues to pilots at a distance from the
    heliport since they outline a larger area.

c.  **Load-bearing FATO-Perimeter Lights.** Green lights should define
    the perimeter of the load bearing FATO. A minimum of four flush or
    raised light fixtures is recommended per side of a square or
    rectangular FATO. (PPR facilities may have a minimum of three flush
    light fixtures on each side of a square or rectangular load- bearing
    FATO.) A light should be located at each corner, with additional
    lights uniformly spaced between the corner lights with a maximum
    interval of 25 feet (8 m) between lights. An even number of lights
    (at least eight lights should be used) uniformly spaced, with a
    maximum interval of 25 feet (8 m) between lights, may be used to
    define a circular FATO.

**NOTE:** *In the case of an elevated FATO with a safety net, the
perimeter lights should be mounted in a similar manner as discussed in
Paragraph 210b*

1.  At a distance during nighttime operations, a square or rectangular
    pattern of FATO perimeter lights provides the pilot with better
    visual cues than a circular pattern. Thus, a square or rectangular
    pattern of FATO perimeter lights is preferable even if the TLOF is
    circular.

2.  If flush FATO perimeter lights are used, they should be located
    within 1 foot (30 cm) inside or outside of the FATO perimeter. (See
    Figure 2-25.)

3.  If raised FATO perimeter lights are used, they should be no more
    than 8 inches (20 cm) high, and located 10 feet (3 m) from the FATO
    perimeter. (See Figure 2-26.)

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d.  **Landing Direction Lights.** Landing direction lights are an
    optional feature to be installed when it is necessary to provide
    directional guidance. Landing direction lights are a configuration
    of five yellow, omni-directional L-861 lights on the centerline of
    the preferred approach/ departure path. These lights are spaced at
    15-foot (5 m) intervals beginning at a point not less than 20 feet
    (6 m) and not more than 60 feet (18 m) from the TLOF perimeter and
    extending outward in the direction of the preferred approach/
    departure path, as illustrated in Figure 2-27.

e.  **Taxiway and Taxi Route Lighting.** Flush green lights define
    taxiway centerlines. Blue omni-directional lights define the edges
    of the taxiway.

    1.  Taxiway Centerlines. Taxiway centerlines are defined with flush
        L-852A bi-directional or L-852B uni-directional green lights.
        These lights should be spaced at 50-foot (15 m) longitudinal
        intervals on straight segments and at 25‑foot (7.5 m) intervals
        on curved segments with a minimum of four lights needed to
        define the curve. Green retroreflective markers meeting
        requirements for Type II markers in AC 150/5345-39, *FAA
        Specification L-853, Runway and Taxiway Centerline
        Retroreflective Markers*, may be used in lieu of the L-852A or
        L-852B lighting fixtures.

    2.  Flush Edge Lights--Paved Taxiways. Flush L-861T omni-directional
        blue lights should be used to mark the edges of a paved taxiway.
        These lights should be spaced at 50 feet (15.2 m) longitudinal
        intervals on straight segments and at 25 feet (7.5 m) intervals
        on curved segments with a minimum of four lights needed to
        define the curve. Blue retroreflective markers meeting
        requirements for Type II markers in AC 150/5345-39, FAA
        Specification L-853 may be used to identify the edges of the
        taxiway.

    3.  Raised Edge Lights -- Unpaved Taxiways. A taxi route that does
        not contain a paved taxiway should be defined with L-861T
        omni-directional blue perimeter lights on raised light fixtures
        or blue retroreflective Type II markers. These lights or
        retroreflective markers should be no more than 8 inches (20 cm)
        tall. These lights or retroreflective markers should be placed
        at longitudinal intervals of 50 feet (15 m) on straight segments
        and 25 feet (7.6 m) on curved segments. A minimum of four lights
        is recommended to define a curve. The recommended lateral
        spacing for the lights or reflectors is 1.0 rotor diameter but
        not more than 35 feet.

f.  **Heliport Identification Beacon.** A heliport identification beacon
    is optional equipment. It should be installed when it is needed to
    aid the pilot in visually locating the heliport. When installed, the
    beacon, flashing white/green/yellow at the rate of 30 to 45 flashes
    per minute, should be located on or close to the heliport. Guidance
    on heliport beacons is found in AC 150/5345-12, *Specification for
    Airport and Heliport Beacon*. There may be merit in making operation
    of the beacon controllable from the approaching helicopter to ensure
    that it is "on" only when required.

g.  **Floodlights.** Floodlights may be used to illuminate the TLOF, the
    FATO, and/or the parking area. To eliminate the need for tall poles,
    these floodlights may be mounted on adjacent buildings. Care should
    be taken, however, to place floodlights clear of the TLOF, the FATO,
    the Safety Area, and the approach/ departure surfaces, and any
    required transitional surfaces. Care should be taken to ensure that
    floodlights and their associated hardware do not constitute an
    obstruction hazard. Floodlights should be aimed down and provide a
    minimum of 3-foot candles (32 lux) of illumination on the apron
    surface. Floodlights that might interfere with pilot vision during
    takeoff and landings should be capable of being turned off.

h.  **Lighting of Obstructions.** See paragraph 211.

i.  **Heliports at Airports.** When a heliport on an airport is sited in
    close proximity to a taxiway, there may be a concern that the green
    taxiway centerline lights could be confused with the TLOF or FATO
    perimeter lights. In such cases, yellow lights may be used as an
    alternative color for marking the TLOF and the FATO.

[]{#__RefHeading___Toc83615740 .anchor}**211. MARKING AND LIGHTING OF
DIFFICULT-TO-SEE OBJECTS**. This paragraph discusses the marking and
lighting of objects in close proximity, but outside and below of the
approach/ departure surface. Guidance on marking and lighting objects is
contained in AC 70/7460-1, *Obstruction Marking and Lighting*.

a.  **Background.** Unmarked wires, antennas, poles, cell towers, and
    similar objects are often difficult to see, even in the best
    daylight weather, in time for a pilot to successfully take evasive
    action. While pilots can avoid such objects during en route
    operations by flying well above them, approaches and departures
    require operations near the ground where obstacles may be in close
    proximity.

b.  **Airspace.** If difficult-to-see objects penetrate the object
    identification surfaces illustrated in Figure 2-28, these objects
    should be marked to make them more conspicuous. If operations are
    conducted at a heliport between dusk and dawn, these
    difficult-to-see objects should be lighted. The object
    identification surfaces in Figure 2-28 can be described as follows:

```{=html}
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```
(1) In all directions from the Safety Area except under the approach/
    departure paths, the object identification surface starts at the
    Safety Area perimeter and extends out horizontally for a distance of
    100 feet (30.5 m).

(2) Under the approach/ departure surface, the object identification
    surface starts from the outside edge of the FATO and extends
    horizontally out for a distance of 800 feet (244 m). From this
    point, the object identification surface extends out for an
    additional distance of 3,200 feet (975 m) while rising on a
    8:1 slope (8 units horizontal in 1 unit vertical). From the point
    800 feet (244 m) from the FATO perimeter, the object identification
    surface is 100 feet (30.5 m) beneath the approach/ departure
    surface.

(3) The width of this object identification surface under the approach/
    departure surface increases as a function of distance from the
    Safety Area. From the Safety Area perimeter, the object
    identification surface extends laterally to a point 100 feet
    (30.5 m) outside the Safety Area perimeter. At the upper end of the
    surface, the object identification surface extends laterally
    200 feet (61 m) on either side of the approach/ departure path.

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```
c.  **Shielding of Objects.** If there are a number of objects in close
    proximity, it may not be necessary to mark all of them if they are
    shielded. To meet the shielding guidelines a object would be
    shielded by existing structures of a permanent and substantial
    character or by natural terrain or topographic features of equal or
    greater height, and would be located in the congested area of a
    city, town, or settlement where it is evident beyond all reasonable
    doubt that the structure so shielded will not adversely affect
    safety in air navigation. Additional guidance on this topic may be
    found in 14 CFR Part 77.15(a), Construction or alteration not
    requiring notice.

[]{#__RefHeading___Toc83615741 .anchor}**212. SAFETY CONSIDERATIONS.**
Some safety enhancements to be considered in the design of a heliport
are discussed below. Other areas such as the effects of rotor downwash
may need to be addressed based on site conditions and the design
helicopter.

a.  **Security.** The operational areas of a heliport should be kept
    clear of people, animals, and vehicles. The method used to control
    access depends upon the helicopter location and types of potential
    intruders.

    1.  Safety Barrier. At ground-level general aviation heliports, one
        control method is to erect a safety barrier around the
        helicopter operational areas. This barrier may take the form of
        a fence, wall, or hedge. It should be no closer to the operating
        areas than the outer perimeter of the Safety Area. Barriers
        should not penetrate any approach /departure (primary or
        transitional) surface. Thus, in the vicinity of the approach/
        departure paths, the barrier may need to be well outside the
        outer perimeter of the Safety Area.

    2.  Any barrier should be high enough to present a positive
        deterrent to persons inadvertently entering an operational area
        and yet low enough to be non-hazardous to helicopter operations.

    3.  Access to airside areas should be through controlled and/or
        locked gates and doors. Gates and doors should display a
        cautionary sign similar to that illustrated in Figure 2‑29.
        Training of personnel should be considered as a part of any
        security program.

**NOTE:** *At PPR heliports, the heliport operator may choose to achieve
the same security goals through some means other than controlled and/or
locked gates and doors.*

b.  **Rescue and Fire Fighting Services.** State and local rescue and
    fire fighting regulations vary. Heliports should meet the criteria
    of NFPA 418, Standards for Heliports, and NFPA 403, Aircraft Rescue
    Services and/or applicable state/local codes. A fire hose cabinet or
    extinguisher should be provided at each access gate/door and each
    fueling location. At elevated TLOFs, fire hose cabinets, fire
    extinguishers, and other fire fighting equipment should be located
    adjacent to, but below the level of, the TLOF. NFPA standards are
    available at National Fire Protection Association web site
    [http://www.nfpa.org](http://www.nfpa.org/)[.]{.underline}

c.  **Turbulence.** Air flowing around and over buildings, stands of
    trees, terrain irregularities, etc. can create turbulence that may
    affect helicopter operations. (Reference 41 of Appendix 4.) The
    following actions may be taken in selecting a site to minimize the
    effects of turbulence:

    1.  Ground-level Heliports. Helicopter operations from sites
        immediately adjacent to buildings and other large objects are
        subjected to air turbulence effects caused by such features.
        Therefore, it may be necessary to locate the TLOF away from such
        objects in order to minimize air turbulence in the vicinity of
        the FATO and the approach/ departure paths.

    2.  Elevated Heliports. 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 edge. While
        elevating the platform helps reduce or eliminate the air
        turbulence effects, a safety net may be required (see paragraph
        201d (4)).

d.  **Communications.** A UNICOM radio may be used to provide arriving
    helicopters with heliport and traffic advisory information but may
    not be used to control air traffic. The Federal Communications
    Commission (FCC) should be contacted for information on UNICOM
    licensing.

e.  **Weather Information.** An automated weather observing systems
    (AWOS) measures and automatically broadcasts current weather
    conditions at the heliport site. When an AWOS is installed, it
    should be located at least 100 feet (30 m) and not more than
    700 feet (213 m) from the TLOF. Locate the AWOS so its instruments
    perimeter will NOT be affected by rotor wash from helicopter
    operations. Guidance on AWOS systems is found in AC 150/5220-16.
    Automated Weather Observing Systems (AWOS) for Non-Federal
    Applications.

f.  **Winter Operations.** Swirling snow raised by a helicopter's rotor
    wash can cause the pilot to lose sight of the intended landing
    point. Swirling snow on takeoff can hide objects that need to be
    avoided. At least the TLOF, the FATO, and as much of the Safety Area
    as practical should be kept free of snow. Heliport design should
    take into account the methods and equipment to be used for snow
    removal. The heliport design should allow the snow to be removed
    sufficiently so the snow will not present an obstruction hazard to
    either the tail rotor or the main rotor. Guidance on winter
    operations is found in AC 150/5200-30, *Airport Winter Safety and
    Operations*. (Exception: In cases where the FATO is much larger than
    the minimum requirement, it may not be necessary to clear all of
    this additional area.)

[]{#__RefHeading___Toc83615742 .anchor}**213. VISUAL GLIDESLOPE
INDICATORS**. A visual glideslope indicator (VGI) provides pilots with
visual course and descent cues. The lowest on-course visual signal must
provide a minimum of 1 degree of clearance over any object that lies
within 10 degrees of the approach course centerline.

a.  **The optimal location** of a VGI is on the extended centerline of
    the approach path at a distance that brings the helicopter to a
    hover between 3 and 8 feet (0.9 to 2.5 m) above the TLOF.
    Figure 2-30 illustrates visual glideslope indicator clearance
    criteria.

b.  Control of the VGI. There may be merit in making operation of the
    VGI controllable from the approaching helicopter to ensure that it
    is "on" only when required.

c.  **VGI Needed.** At many heliports, a VGI is an optional feature.
    However, the provision of a a VGI should be considered if one or
    more of he following conditions exist, especially at night:

```{=html}
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```
(1) Obstacle clearance, noise abatement, or traffic control procedures
    require a particular slope to be flown.

(2) The environment of the heliport provides few visual surface cues.

```{=html}
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```
d.  **Additional Guidance.** AC 150/5345-52, *Generic Visual Glideslope
    Indicators (GVGI)*, and AC 150/5345-28, *Precision Approach Path
    Indicator (PAPI) Systems*, provide additional guidance.

[]{#__RefHeading___Toc83615743 .anchor}**214. TERMINAL FACILITIES**. The
heliport terminal requires curbside access for passengers using private
autos, taxicabs, and public transit vehicles. Public waiting areas need
the usual amenities and a counter for rental car services may be
desirable. Passenger auto parking areas should accommodate current
requirements and have the capability of being expanded to meet future
requirements. Readily available public transportation may reduce the
requirement for employees and service personnel auto parking spaces. The
heliport terminal building or sheltered waiting area should be
attractive and functional. AC 150/5360-9, *Planning and Design of
Airport Terminal Facilities at Non-Hub Locations*, contains guidance on
designing terminal facilities. (At PPR heliports, the number of people
using the facility may be so small that there is no need for a terminal
building. In addition, the other facilities and amenities needed may be
minimal.)

[]{#__RefHeading___Toc83615744 .anchor}**215. ZONING AND COMPATIBLE LAND
USE**. Where state and local statutes permit, the GA heliport sponsor is
encouraged to promote the adoption of the following zoning measures to
ensure that the heliport will continue to be available and to protect
the investment in the facility.

a.  **Zoning to Limit Building/Object Heights.** General guidance on
    drafting an ordinance that would limit building and object heights
    is contained in AC 150/5190-4, *A Model Zoning Ordinance to Limit
    Height of Objects Around Airports*. The ordinance should substitute
    the heliport surfaces for the airport surfaces in the model
    ordinance.

b.  **Zoning for Compatible Land Use.** A zoning ordinance may be
    enacted, or an existing ordinance modified, to control the use of
    property within the heliport approach/ departure path environment.
    The ordinance should restrict activities to those that are
    compatible with helicopter operations.

**Air Rights and Property Easements** are options that may be used to
prevent the encroachment of obstacles in the vicinity of a heliport.

[]{#__RefHeading___Toc79480032 .anchor}Table 2-1. Minimum VFR Safety
Area Width as a Function of General Aviation and PPR Heliport Markings

+-------------------+-----------+-------------+-----------+-----------+
| TLOF perimeter    | Yes       | Yes         | No        | No        |
| marked:           |           |             |           |           |
|                   | Yes       | Yes         | Yes       | Yes       |
| FATO perimeter    |           |             |           |           |
| marked:           | Yes       | No          | Yes       | No        |
|                   |           |             |           |           |
| Std. H marking:   |           |             |           |           |
+-------------------+-----------+-------------+-----------+-----------+
| GA heliports:     | 1/3 RD    | 1/3 RD but  | ½ OL but  | ½ OL but  |
|                   | but       |             |           |           |
|                   |           | not less    | not less  | not less  |
|                   | not less  | than        | than      | than      |
|                   | than      |             |           |           |
|                   |           | 30 ft (9 m) | 20 ft (6  | 30 ft (9  |
|                   | 20 ft (6  |             | m)        | m)        |
|                   | m)        |             |           |           |
+-------------------+-----------+-------------+-----------+-----------+
| PPR heliports:    | 1/3 RD    | 1/3 RD but  | ½ OL but  | ½ OL but  |
|                   | but       |             |           |           |
|                   |           | not less    | not less  | not less  |
|                   | not less  | than        | than      | than      |
|                   | than      |             |           |           |
|                   |           | 20ft (6     | 20 ft (6  | 30 ft (9  |
|                   | 10 ft (3  | m)\*\*      | m)        | m)        |
|                   | m) \*\*   |             |           |           |
+-------------------+-----------+-------------+-----------+-----------+

OL: Overall length of the design helicopter

RD: Rotor diameter of the design helicopter

\*\* Also applies to PPR heliports when the FATO is NOT marked. The FATO
should [not]{.underline} be marked if (a) the FATO (or part of the FATO)
is a non-load bearing surface and (b) the TLOF is elevated above the
level of a surrounding load bearing area.

[]{#__RefHeading___Toc79480033 .anchor}Table 2-2. Taxiway / Taxi Route
Dimensions -- General Aviation Heliports

Error: Reference source not found

![](media/image8.wmf){width="6.473611111111111in"
height="3.720138888888889in"}

[]{#__RefHeading___Toc83615821 .anchor}Figure 2-1. Essential Features of
a General Aviation Heliport:\
GENERAL AVIATION

![](media/image9.wmf){width="6.476388888888889in"
height="5.396527777777778in"}

A -- Minimum TLOF Width: 1.0 RD

B -- Minimum TLOF Length: 1.0 RD

C -- Minimum FATO Width: 1.5 OL

D -- Minimum FATO Length: 1.5 OL. See paragraph 202b(2) for adjustments
for elevation above 1000ft.

E -- Minimum separation between the perimeters of the TLOF and the FATO:
\[0.5 (1.5 OL -- 1.0 RD\]

F -- Minimum Safety Area Width: See Table 2-1

RD: Rotor diameter of the design helicopter

OL: Overall length of the design helicopter

[]{#__RefHeading___Toc83615822 .anchor}Figure 2-2. TLOF/FATO/Safety Area
Relationships and Minimum Dimensions:\
GENERAL AVIATION

![](media/image10.wmf){width="6.4527777777777775in"
height="3.765277777777778in"}

A -- Minimum TLOF Width: 1.0 RD

B -- Minimum TLOF Length: 1.0 RD

C -- Minimum FATO Width: 1.5 OL

E -- Minimum Separation between the perimeters of the TLOF and the FATO:
\[0.5(1.5 OL - 1.0 RD)\]

F -- Minimum Safety Area Width: See Table 2-1

RD: Rotor diameter of the design helicopter

OL: Overall length of the design helicopter

[]{#__RefHeading___Toc83615823 .anchor}Figure 2-3. An Elongated FATO
with Two Takeoff Positions:\
GENERAL AVIATION

![](media/image11.wmf){width="6.572916666666667in"
height="5.898611111111111in"}

**NOTE:** See Figure 2-24, Elevated TLOF Perimeter Lighting, for more
detailed view of the safety net and lighting.

[]{#__RefHeading___Toc83615824 .anchor}Figure 2-4. Elevated Heliport:\
GENERAL AVIATION

![](media/image12.wmf){width="6.295833333333333in" height="3.5in"}

[]{#__RefHeading___Toc83615825 .anchor}Figure 2-5. Additional FATO
Length for Heliports at Higher Elevations:\
GENERAL AVIATION

![](media/image13.wmf){width="6.379166666666666in"
height="2.765972222222222in"}

[]{#__RefHeading___Toc83615826 .anchor}Figure 2-6. Non-load-bearing FATO
and Safety Area:\
GENERAL AVIATION

![](media/image14.wmf){width="6.504861111111111in"
height="5.792361111111111in"}

[]{#__RefHeading___Toc83615827 .anchor}Figure 2-7. VFR Heliport
Approach/ Departure and Transitional Surfaces:\
GENERAL AVIATION

![](media/image15.wmf){width="7.215972222222222in"
height="5.007638888888889in"}

[]{#__RefHeading___Toc83615828 .anchor}Figure 2-8. VFR PPR Heliport
Lateral Extension of the 8:1 Approach/ Departure Surface:\
GENERAL AVIATION

![](media/image16.wmf){width="5.606944444444444in"
height="8.359722222222222in"}

[]{#__RefHeading___Toc83615829 .anchor}Figure 2-9. Protection Zone:\
GENERAL AVIATION

![](media/image17.wmf){width="6.470138888888889in"
height="4.340277777777778in"}**NOTE:** See Table 2-2 for Taxiway/Taxi
Route Dimensions

[]{#__RefHeading___Toc83615830 .anchor}Figure 2-10. Taxiway/Taxi Route
Relationship - Paved Taxiway:\
GENERAL AVIATION

![](media/image18.wmf){width="6.4631944444444445in"
height="5.267361111111111in"}

**NOTE:** See Table 2-2 for Taxiway/Taxi Route Dimensions

[]{#__RefHeading___Toc83615831 .anchor}Figure 2-11. Taxiway/Taxi Route
Relationship - Unpaved Taxiway with Raised Edge Markers:\
GENERAL AVIATION

![](media/image19.wmf){width="6.4840277777777775in"
height="5.752777777777778in"}

**NOTE:** See Table 2-2 for Taxiway/Taxi Route Dimensions

[]{#__RefHeading___Toc83615832 .anchor}Figure 2-12. Taxiway/Taxi Route
Relationship - Unpaved Taxiway with Flush Edge Markers:\
GENERAL AVIATION

![](media/image20.wmf){width="6.4944444444444445in"
height="4.177777777777778in"}

[]{#__RefHeading___Toc83615833 .anchor}Figure 2-13. Raised Taxiway Edge
Marker:\
GENERAL AVIATION

![](media/image21.wmf){width="5.981944444444444in"
height="5.944444444444445in"}

**NOTES:**

1.  For simplicity, some markings have not been shown on this figure
    such as parking position identifier, passenger walkway, and rotor
    diameter of the largest helicopter that the FATO/TLOF or the parking
    position is designed to accommodate.

2.  The design of these parking positions is based on the presumption
    that the helicopter may pivot about the mast prior to exiting the
    parking position.

3.  The minimum recommended clearance between the arcs generated by the
    tail rotor:

> Hover taxi operations: 1/3 RD
>
> Ground taxi operations: 10 ft (3 m)

[]{#__RefHeading___Toc83615834 .anchor}Figure 2-14. Parking Area
Design - "Turn-around" Parking Positions:\
GENERAL AVIATION

![](media/image22.wmf){width="4.611805555555556in"
height="6.955555555555556in"}

> **NOTES:**

1.  For simplicity, some markings have not been shown on this figure
    such as parking position identifier, passenger walkway, and rotor
    diameter of the largest helicopter that the FATO/TLOF or the parking
    position is designed to accommodate.

2.  The minimum recommended clearance between parking positions:

> Hover taxi operations: 1/3 RD
>
> Ground taxi operations: 10 ft (3 m)

[]{#__RefHeading___Toc83615835 .anchor}Figure 2-15. Parking Area
Design - "Taxi-through" Parking Positions:\
GENERAL AVIATION

![](media/image23.wmf){width="5.657638888888889in" height="6.59375in"}

**NOTES:**

1.  For simplicity, some markings have not been shown on this figure
    such as parking position identifier, passenger walkway, and rotor
    diameter of the largest helicopter that the FATO/TLOF or the parking
    position is designed to accommodate.

2.  The design of these parking positions is based on the presumption
    that the helicopter may pivot about the mast prior to exiting the
    parking position.

3.  The minimum recommended clearance between the arcs generated by the
    tail rotor:

> Hover taxi operations: 1/2 RD
>
> Ground taxi operations: 10 ft (3 m)

[]{#__RefHeading___Toc83615836 .anchor}Figure 2-16. Parking Area
Design - "Back-out" Parking Positions:\
GENERAL AVIATION

![](media/image24.wmf){width="6.401388888888889in"
height="7.092361111111111in"}

[]{#__RefHeading___Toc83615837 .anchor}Figure 2-17. Parking Position
Marking:\
GENERAL AVIATION

![](media/image25.wmf){width="6.496527777777778in" height="7.08125in"}

[]{#__RefHeading___Toc83615838 .anchor}Figure 2-18. Parking Position
Identification, Size and Weight Limitations:\
GENERAL AVIATION

![](media/image26.wmf){width="6.496527777777778in" height="7.05in"}

> **NOTES:**

1.  The perimeter of the TLOF and/or the FATO should be marked.

2.  Paved or hard surfaced TLOF perimeters should be defined with a
    continuous, 12-inch-wide (30 cm), white line

3.  The perimeter of a paved FATO should be defined with a 12-inch-wide
    (30 cm) dashed white line (See detail A).

4.  Rotor diameter and weight limitation markings are not shown for
    simplicity.

5.  See Figure 2-22 for the dimensions of the **H**.

[]{#__RefHeading___Toc83615839 .anchor}Figure 2-19. Paved TLOF/Paved
FATO - Marking:\
GENERAL AVIATION

![](media/image27.wmf){width="6.496527777777778in" height="7.05in"}

> **NOTES:**

1.  The perimeter of the TLOF and/or the FATO should be marked.

2.  The perimeter of a paved or hard surfaced TLOF should be defined
    with a continuous, white line.

3.  The perimeter of an unpaved FATO should be defined with flush,
    in-ground markers. (See detail A.)

4.  See Figure 2-22 for the dimensions of the **H**.

5.  Rotor diameter and weight limitation markings are not shown for
    simplicity.

[]{#__RefHeading___Toc83615840 .anchor}Figure 2-20. Paved TLOF/Unpaved
FATO - Marking:\
GENERAL AVIATION

![](media/image28.wmf){width="6.496527777777778in" height="7.05in"}

> **NOTES:**

1.  The perimeter of the TLOF and/or the FATO should be marked

2.  The perimeter of an unpaved TLOF should be defined with a series of
    flush, in-ground markers. (See detail A.)

```{=html}
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```
3.  The perimeter of an unpaved FATO should be defined with flush,
    in-ground markers. (See detail B.)

4.  See Figure 2-22 for the dimensions of the **H**.

5.  Rotor diameter and weight limitation markings are not shown for
    simplicity.

[]{#__RefHeading___Toc83615841 .anchor}Figure 2-21. Unpaved TLOF/Unpaved
FATO - Markings:\
GENERAL AVIATION

![](media/image29.wmf){width="5.34375in" height="7.949305555555555in"}

[]{#__RefHeading___Toc83615842 .anchor}Figure 2-22. Standard Heliport
Identification Symbol, TLOF Size and Weight Limitations:

GENERAL AVIATION

![](media/image30.wmf){width="6.459722222222222in"
height="2.8534722222222224in"}

[]{#__RefHeading___Toc83615843 .anchor}Figure 2-23. Marking a Closed
Heliport:\
GENERAL AVIATION

![](media/image31.wmf){width="6.6930555555555555in"
height="2.7152777777777777in"}

[]{#__RefHeading___Toc83615844 .anchor}Figure 2-24. Elevated TLOF -
Perimeter Lighting:\
GENERAL AVIATION

![](media/image32.wmf){width="6.269444444444445in" height="5.875in"}
**NOTE:**

1.  Flush FATO and TLOF perimeter lights may be installed inside or
    outside within 1-foot of the FATO and TLOF respective perimeters.

2.  Rotor diameter and weight limitation markings are not shown for
    simplicity.

[]{#__RefHeading___Toc83615845 .anchor}Figure 2-25. FATO/TLOF Flush
Perimeter Lighting:\
GENERAL AVIATION

![](media/image33.wmf){width="6.4527777777777775in"
height="3.7708333333333335in"}

**NOTE:**

1.  Flush TLOF perimeter lights may be installed inside or outside
    within 1-foot of the TLOF perimeter.

2.  Raised FATO lights may be installed 10-feet outside the FATO
    perimeter.

3.  Rotor diameter and weight limitation markings are not shown for
    simplicity.

[]{#__RefHeading___Toc83615846 .anchor}Figure 2-26. TLOF Flush and FATO
Raised Perimeter Lighting:\
GENERAL AVIATION

![](media/image34.wmf){width="4.611805555555556in" height="7.475in"}

**NOTE:** Yellow omni-directional lights

[]{#__RefHeading___Toc83615847 .anchor}Figure 2-27. Landing Direction
Lights:\
GENERAL AVIATION

![](media/image35.wmf){width="6.4631944444444445in"
height="6.052083333333333in"}

[]{#__RefHeading___Toc83615848 .anchor}Figure 2-28. Airspace Where
Marking and Lighting are Recommended:\
GENERAL AVIATION

Error: Reference source not found

[]{#__RefHeading___Toc83615849 .anchor}Figure 2-29. Caution Sign:\
GENERAL AVIATION

![](media/image36.wmf){width="6.477777777777778in"
height="4.850694444444445in"}

[]{#__RefHeading___Toc83615850 .anchor}Figure 2-30. Visual Glideslope
Indicator Siting and Clearance Criteria:\
GENERAL AVIATION

# TRANSPORT HELIPORTS {#transport-heliports .Style-Heading-1-+-Not-Bold}

[]{#__RefHeading___Toc83615746 .anchor}**300. GENERAL**. A transport
heliport is intended to accommodate air carrier operators providing
scheduled or unscheduled service with large helicopters. This chapter
contains standards and recommendations for designing such a facility.
Figure 3-1 illustrates a typical transport heliport.

The heliport consists of a touchdown and lift-off area (TLOF) surrounded
by a final approach and takeoff area (FATO). A safety area is provided
around the FATO. The relationship of the TLOF to the FATO and the Safety
Area is shown in Figure 3-2. A FATO may NOT contain more than one TLOF.

a.  **Appropriate approach/ departure airspace**, to allow safe
    approaches to and departures from landing sites is required. See
    Paragraph 304.

b.  **Flight Manual Considerations.** Where helicopter flight manuals
    specify the minimum size required for operations in intended at the
    facility, the size should be taken into account in the design of the
    facility.

c.  **Heliport Site Selection.** Public agencies and others planning to
    develop a transport heliport are encouraged to select a site capable
    of supporting both instrument operations and future expansion.

d.  **When a heliport is served by aircraft with seats for more than 30
    passengers**, the heliport operator is required to have an FAA
    certificate issued under 14 CFR Part 139, Certification and
    Operations: Land Airports Serving Certain Air Carriers. A Part 139
    certificate is also required if any Part 121 Operating Requirements;
    Domestic, Flag and Supplemental Operations passenger operations are
    to be conducted at the heliport.

**NOTE:** *If tiltrotor operations are contemplated, criteria in AC
150/5390-3, Vertiport Design, are applicable.*

**NOTE:** *The design recommendations given in this Chapter are based on
the presumption that there will never be more than one helicopter within
the FATO and the associated safety area. If there is a need for more
than one TLOF at a heliport, each TLOF should be located within its own
FATO and within its own Safety Area.*

### 301. TOUCHDOWN AND LIFT-OFF AREA (TLOF).

a.  **TLOF Location.** The TLOF of a transport heliport is normally at
    ground level but may be developed with the TLOF located on a pier
    or, when carefully planned, on the roof of a building. The TLOF is
    centered on the major axis of the final approach and takeoff area
    (FATO).

b.  **TLOF Size.**

    1.  Minimum Dimension. The TLOF should be a square or rectangular
        surface whose minimum length and width should be 1.0 times the
        rotor diameter (RD) of the design helicopter but not less than
        50 feet (15.2 m).

    2.  Elongated TLOF: An elongated TLOF can provide an increased
        safety margin and greater operational flexibility. An elongated
        TLOF may contain a landing position located in the center and
        two takeoff positions located at either end as illustrated in
        Figure 3-3. The landing position should have a minimum length of
        1.0 times the RD of the design helicopter.

**NOTE:** *If an elongated TLOF is provided an elongated FATO will*
*also be required. See Figure 3‑3.*

c.  **Ground-level TLOF Surface Characteristics.** The entire TLOF
    should be load bearing. The TLOF should be capable of supporting the
    dynamic loads of the design helicopter (Paragraph 806b). The TLOF
    should be constructed of Portland Cement Concrete (PCC). (An asphalt
    surface is not recommended.) The pavement should have a broomed
    surface that provides a skid-resistant surface for helicopters and
    non-slippery footing for people.

d.  **Rooftop and Other Elevated TLOFs.** Elevated TLOFs and any
    supporting TLOF structure should be capable of supporting the
    dynamic loads of the design helicopter (Paragraph 806b).

    1.  TLOF Surface Characteristics. Rooftop and other elevated
        heliport TLOFs should be constructed of metal or concrete (or
        other materials subject to local building codes). TLOF surfaces
        should have a broomed pavement or other roughened finish that
        provides a skid-resistant surface for helicopters and
        non-slippery footing for people.

e.  **TLOF Gradients.** Recommended TLOF gradients are defined in
    Chapter 8.

[]{#__RefHeading___Toc83615748 .anchor}**302. FINAL APPROACH AND TAKEOFF
AREA**. A transport heliport should have at least one FATO. The FATO
should contain a TLOF within its borders at which arriving helicopters
terminate their approach, and from which departing helicopters take off.

a.  **FATO Location.** The FATO of a transport heliport is normally at
    ground level but may be developed on a pier or, when carefully
    planned, on the roof of a building.

b.  **FATO Size.** FATOs are rectangular surfaces with the long axis
    aligned with the preferred flight path. See Paragraph 304.

    1.  FATO Width. The minimum width of a FATO should be at least
        2.0 RD but not less than 100 feet (30.5 m).

    2.  FATO Length. The minimum length of the FATO should be 2.0 RD but
        not less than 200 feet (61 m). At elevations well above sea
        level, a longer FATO can provide an increased safety margin and
        greater operational flexibility. The additional FATO length that
        should be used is depicted in Figure 3-4.

    3.  The minimum distance between the TLOF perimeter and the FATO
        perimeter should be not less than the distance \[0.5 x (1.5 OL
        -- 1RD)\], where OL is the overall length and RD is the RD of
        the design helicopter.

c.  **FATO Surface Characteristics.** The entire FATO should be load
    bearing capable of supporting dynamic loads of the design
    helicopter. (See paragraph 806b). If it is unpaved, the FATO should
    be treated to prevent loose stones and any other flying debris
    caused by rotor wash. The portion of the FATO abutting the TLOF
    should be continuous with the TLOF and the adjoining edges should be
    at the same elevation.

d.  **Rooftop and Other Elevated FATOs.** Elevated FATOs and any FATO
    supporting structure should be capable of supporting the dynamic
    loads of the design helicopter (Paragraph 806b).

    1.  Elevation. The FATO should be elevated above the level of any
        obstacle, in the Safety Area, that can not be removed.
        (Exception: This does not apply to frangibly mounted objects
        that, due to their function, must be located within the Safety
        Area (see paragraph 303d).)

    2.  Obstructions. Elevator penthouses, cooling towers, exhaust
        vents, fresh air vents, and other raised features can impact
        heliport operations. Helicopter exhausts can impact building air
        quality if the heliport is too close to fresh air vents. These
        issues should be resolved during facility design. In addition,
        control mechanisms should be established to ensure that
        obstruction hazards are not installed after the heliport is
        operational.

    3.  FATO Surface Characteristics. Rooftop and other elevated
        heliport FATOs should be constructed of metal or concrete (or
        other materials subject to local building codes). FATO surfaces
        should have a non-slippery footing for people.

    4.  Safety Net. When the FATO is on a platform elevated more than 30
        inches (76 cm) above its surroundings, a safety net, not less
        than 5 feet (1.5 m) wide, should be provided. A railing or fence
        should not be used since it would be a safety hazard during
        operations. The safety net should have a load-carrying
        capability of 50 lb/ft^2^ (244 kg/m^2^). The net, as illustrated
        in Figure 3-20, should not project above the level of the FATO.
        Both the inside and outside edges of the safety net should be
        fastened to a solid structure.

    5.  Ramp Access[.]{.underline} Heliports should provide access to
        and from the FATO via a ramp in order to accommodate individuals
        with disabilities. OSHA requires two separated access points for
        an elevated FATO. For a transport heliport, ramp access should
        be provided at both points. If stairs are used as a third access
        point, they should be built in compliance with regulations 29
        CFR 1910.24. However, inside the FATO, any handrails should not
        extend above the elevation of the TLOF.

    6.  Ramp Design. The ramp surface should provide a slip-resistant
        surface. The slope of the ramp should be no steeper than 12:1
        (12 units horizontal in 1 unit vertical). The width of the ramp
        should be not less than 6 feet (1.8 m) wide. The ramp should be
        built in compliance with state and local requirements and with
        regulations Appendix A of 49 CFR Part 37, Transportation
        Services for Individuals with Disabilities, Section 4.8.
        However, inside the FATO, any handrails should not extend above
        the elevation of the TLOF. There should be a safety net on the
        edges of the ramp where a handrail complying with Appendix A of
        49 CFR 37, Section 4.8 is not provided.

e.  **Mobile Objects Within the FATO and the Safety Area.** The
    FATO/Safety Area design recommendations of this AC are based on the
    assumption that the TLOF is closed to other aircraft if a helicopter
    or other mobile object is within the FATO or the associated Safety
    Area.

f.  **FATO/FATO Separation.** If a heliport has more than one FATO, the
    separation between the perimeters of two FATOs should be such that
    the respective Safety Areas do not overlap. This separation is based
    on the assumption that simultaneous approach/ departure operations
    will not take place.

**NOTE:** *If simultaneous operations are planned, greater separation
will be required.*

g.  **FATO Gradients.** Recommended FATO gradients are defined in
    Chapter 8.

[]{#__RefHeading___Toc83615749 .anchor}**303. SAFETY AREA**. A Safety
Area surrounds a FATO and should be cleared of all obstacles except
small, frangible objects that, because of their function, must be
located there.

a.  **Safety Area Width.** A Safety Area should extend outward on all
    sides of the FATO for a distance not less than 30 feet (9 m).

b.  **IFR Safety Area Width.** RESERVED.

c.  **Mobile Objects Within the Safety Area.** See paragraph 302e.

d.  **Fixed Objects Within a Safety Area.** No fixed object should be
    permitted within a Safety Area except for frangibly mounted objects
    that, due to their function, must be located there. Those objects
    whose functions require them to be located within the Safety Area
    should not exceed a height of 8 inches (20 cm) above the elevation
    of the FATO perimeter nor penetrate the approach/ departure surfaces
    or transitional surfaces.

e.  **Safety Area Surface.** This Safety Area need not be load bearing.
    Figure 3-5 depicts a Safety Area extending over water. If the Safety
    Area is load bearing, the portion abutting the FATO should be
    continuous with the FATO and the adjoining edges should be at the
    same elevation. This is needed to avoid the risk of catching a
    helicopter skid or wheel. The Safety Area should be treated to
    prevent loose stones and any other flying debris caused by rotor
    wash.

f.  **Safety Gradients.** Recommended Safety Area gradients are defined
    in Chapter 8.

[]{#__RefHeading___Toc83615750 .anchor}**304. VFR APPROACH/ DEPARTURE
PATHS**. The purpose of approach/ departure airspace, is to provide
sufficient airspace clear of hazards to allow safe approaches to and
departures from landing sites

a.  **Number of Approach/ Departure Paths.** During approach and
    departure operations, flight into the wind is the ideal operation
    condition. Crosswind operations are acceptable within certain
    limitations. Heliports should be designed so pilots can choose an
    approach/ departure path that avoids downwind conditions and
    crosswind operations are kept to a minimum. To accomplish this under
    varying wind conditions, a heliport should have more than one
    approach/ departure path and the preferred flight approach/
    departure path should, to the extent feasible, be aligned with the
    predominate wind direction. Other approach/ departure paths should
    be based on the assessment of the prevailing winds or when this
    information is not available the separation between such flight
    paths should be at least 135 degrees. See Figure 3-6.

b.  **VFR Approach/ Departure Surfaces.** An approach/ departure surface
    is centered on each approach/ departure path. Figure 3-6 illustrates
    the approach/ departure and transitional surfaces that should be
    free of penetrations.

The approach / departure path starts at the edge of the FATO and slopes
upward at 8:1 (8 units horizontal in 1 unit vertical) for a distance of
4000 ft (1219 m) where the width is 500 ft (152 m) at a height of 500 ft
(152 m) above the elevation of TLOF surface.

The transitional surfaces start from the edges of the FATO parallel to
the flight path center line, and from the outer edges of approach/
departure surface, and extend outwards at a slope of 2:1 (2 unit
horizontal in 1 units vertical) for a distance of 250 ft (76 m) from the
centerline. The transitional surfaces start at the edge of the FATO
opposite the approach/ departure surfaces and extends to the end of the
approach/ departure surface. See Figure 3-6.

c.  **Marking and Lighting of Objects that Are Difficult to See.** See
    paragraph 311.

d.  **Control of Obstructions.** Control mechanisms should be
    established to ensure that obstruction hazards are not introduced
    after a heliport is operational. Heliport operators should maintain
    a list of the GPS coordinates and the peak elevation of obstacles in
    the vicinity of the heliport and its approach and departure paths.
    Particular attention should be given to any obstacles that need to
    be marked or lighted. Heliport operators should reexamine obstacles
    in the vicinity of approach/ departure paths on at least an annual
    basis. This reexamination should include an appraisal of the growth
    of trees in close proximity to approach and departure paths.
    Paragraph 108 provides guidance on how to identify and mitigate
    hazards to air navigation.

e.  **Curved VFR Approach/ Departure Paths.** VFR approach/ departure
    paths may curve in order to avoid objects or noise-sensitive areas.
    (More than one curve in the path is not recommended.) Heliport
    designers are encouraged to use the airspace above public lands,
    such as freeways or rivers.

**NOTE:** *In the next revision of this AC, the FAA intends to provide
greater detail on the minimum dimensions of curved approach/ departure
airspace.*

[]{#__RefHeading___Toc83615751 .anchor}**305. PROTECTION ZONE**. The
protection zone is the area under the approach/ departure surface
starting at the FATO perimeter and extending out for a distance of
400 feet (122 m), as illustrated in Figure 3-7. The heliport proponent
should own or control the property containing the protection zone. This
control should include the ability to clear incompatible objects and to
preclude the congregation of people.

### 306. WINDSOCK.

a.  **Specification.** A windsock conforming to AC 150/5345-27,
    *Specification for Wind Cone Assemblies*, should be used to show the
    direction and magnitude of the wind. The windsock should provide the
    best possible color contrast to its background.

b.  **Windsock Location.** The windsock should be located so it provides
    the pilot with valid wind information in the vicinity of the
    heliport under all wind conditions.

    1.  The windsock should be sited so it is clearly visible to the
        pilot on the approach path when the helicopter is at a distance
        of 500 feet (152 m) from the TLOF.

    2.  Pilots should be able to see a windsock from the TLOF.

    3.  To avoid presenting an obstruction hazard, the windsock should
        be located outside the Safety Area, and it should not penetrate
        the approach/ departure or transitional surfaces.

    4.  At many landing sites, there may be no single, ideal location
        for the windsock. At other sites, it may not be possible to site
        a windsock at the ideal location. Consequently, more than one
        windsock may be required in order to provide the pilot with all
        the wind information needed for safe operations.

c.  **Windsock Lighting.** For night operations, the windsock should be
    internally lighted or externally illuminated to ensure that it is
    clearly visible.

[]{#__RefHeading___Toc83615753 .anchor}**307. TAXIWAYS AND TAXI
ROUTES**. Taxiways and taxi routes should be provided for the movement
of helicopters from one part of a landing facility to another. They
provide a connecting path between the FATO and a parking area. They also
provide a maneuvering aisle within the parking area. A taxi route
includes the paved taxiway plus the appropriate clearances needed on
both sides. The relationship between a taxiway and a taxi route is
illustrated in Figure 3-8.

a.  **Taxiway/Taxi Route Widths.** The dimensions of taxiways and taxi
    routes are a function of helicopter size and type of taxi operations
    (ground taxi or hover taxi). These dimensions are defined in
    Table 3-1.

**NOTE:** *Normally, the requirement for hover taxi dictates the
taxiway/taxi route widths. However, when the fleet comprises a
combination of large ground taxiing helicopters and smaller air taxiing
helicopters, the larger aircraft may dictate the taxiway/taxi route
widths. If wheel-equipped helicopters taxi with wheels not touching the
surface, the facility should be designed with hover taxiway widths
rather than ground taxiway widths.*

b.  **Taxiway and Taxi Route Markings.** The centerline of a taxiway
    should be marked with a continuous 6- inch wide (15 cm) yellow line.
    Both edges of the paved portion of the taxiway should be marked with
    two continuous 6- inch wide (15 cm) yellow lines spaced 6- inches
    (15 cm) apart. Figure 3-8 illustrates taxiway centerline and edge
    markings.

c.  **Taxiway to Parking Position Transition Requirements.** Taxiway
    centerline markings should continue into parking positions and
    become the parking position centerlines.

d.  **Surfaces.** Taxiways should be paved. The unpaved portions of taxi
    routes should have a turf cover or be treated in some way to prevent
    dirt and debris from being raised by a taxiing helicopter's rotor
    wash.

e.  **Gradients.** Recommended taxiway and taxi route gradients are
    defined in chapter 8, paragraph 805.

f.  **Lighting.** See paragraph 310.

[]{#__RefHeading___Toc83615754 .anchor}**308. HELICOPTER PARKING**. A
transport heliport should have a paved apron for parking helicopters.
The size of the apron depends upon the number and size of helicopters to
be accommodated. Parking positions should be designed to accommodate the
full range of helicopter size and weights expected at the facility.
Parking positions should support the static loads of the helicopters
intended to use the parking area (Paragraph 806a). Separate aprons may
be established for specific functions such as passenger boarding,
maintenance, and parking of based and transient helicopters.

a.  **Location.** Aircraft parking areas should not lie under an
    approach/ departure surface. However, aircraft parking areas may lie
    under the transitional surfaces. The nearest edge of a parking
    position should be located a minimum of ½ RD but not less than 30
    feet (9.1 m) from the edge of a taxi route.

b.  **Size.** Parking position sizes are dependent upon the helicopter
    size. The clearances between parking positions are dependent upon
    the type of taxi operations (ground-taxi or hover/ taxi) and the
    intended paths for maneuvering in and out of the parking position.

    1.  If all parking positions are the same size, they should be large
        enough to accommodate the largest helicopter that will operate
        at the heliport.

    2.  When there is more than one parking position, the facility may
        be designed with parking positions of various sizes with at
        least one position that will accommodate the largest helicopter
        that will operate at the heliport. Other parking positions may
        be smaller, designed for the size of the individual or range of
        individual helicopters planned to be parked at that position.

    3.  The rotor diameter of the largest helicopter that the parking
        position is designed to accommodate should be marked (see
        paragraph 308c(2)).

    4.  "Turn-around" parking positions should be designed as
        illustrated in Figure 3-9. Details of the recommended parking
        position marking are shown in Figure 3-10.

    5.  "Taxi-through" parking positions should be designed as
        illustrated in Figure 3-11.

    6.  "Back-out" parking positions are NOT recommended at transport
        heliports.

**NOTE:** *Heliport parking areas should be designed to allow
helicopters to be parked in a direction that keeps tail rotors as far
from passenger walkways as possible.*

c.  **Helicopter Parking Position Marking.** Helicopter parking
    positions should have the following markings:

    1.  A 12-inch wide (30 cm) solid yellow, painted line defining a
        circle of 1.0 RD of the largest helicopter that will park at
        that position (see Figure 3‑12).

    2.  The maximum rotor diameter of the largest helicopter that the
        position is designed to accommodate is indicate (e.g., 49) by
        numerals. This marking should be in yellow characters, clearly
        visible, and at least 3 feet (0.9 m) high. (See Figs. 3‑12, and
        Appendix Figure A3-1).

    3.  A 12-inch (30 cm) wide, solid yellow, painted centerline marking
        (see Figure 3-12).

    4.  A 12-inch-wide (30- cm) extended centerline that the pilot can
        see when positioned in the center of the parking position. This
        should be a solid yellow painted line for a "taxi-through"
        parking position (see Figure 3-11). If the parking position will
        not accommodate taxi-through operations, this extended
        centerline should be a dashed yellow, painted line (see
        Figs. 3-10 and 3-12). The purpose of the extended centerline is
        to provide the pilot with better visual guidance during parking
        maneuvers.

    5.  A 6-inch wide (15 cm) solid yellow shoulder line, perpendicular
        to the centerline, should be located so that it is under the
        pilot's shoulders when the main rotor of the largest helicopter
        for which the position is designed will be entirely within the
        1.0 RD parking circle (see Figure 3-12). This shoulder line
        should extend far enough from the parking position centerline so
        the pilot can see it on both sides of the helicopter.

    6.  Parking position identifications (numbers or letters) should be
        marked if there is more than one parking position. These
        markings should be yellow characters that are clearly visible
        and 3 feet (0.9  m) high. (See Figs. 3-12, and Appendix Figure
        A3-1).

    7.  A passenger walkway[,]{.underline} as illustrated in Figure
        3-10, should be clearly marked.

    8.  If a parking position has a weight limitation, it should be
        stated in units of 1,000 pounds, as illustrated in Figure 3-12.
        (A number 9 indicates a weight-carrying capability of up
        to9,000 pounds. Metric equivalents should NOT be used for this
        purpose.) This marking should be in yellow characters that are
        clearly visible and 3 feet (0.9 m) high. A bar may be placed
        under the number to minimize the possibility of being misread.
        See Figure 3-15, and Appendix Figures A3-1 and A3‑2.

d.  **Passenger Walkways.** Passenger movement in operational areas
    should be restricted to marked walkways. Layout of passenger
    walkways should minimize the passenger exposure to various risks
    during passenger loading and unloading. Figure 3-10 illustrates one
    marking scheme. The pavement should be designed so spilled fuel does
    not drain onto passenger walkways or toward parked helicopters. Two
    separated access points are required for elevated TLOFs.

e.  **Parking Area Size and Clearance Requirements for a Variety of
    Helicopters (Wheeled and Skid-equipped).** The more demanding
    requirement will dictate what is required at a particular site.
    Usually, the parking area requirements for skid-equipped helicopters
    will be the most demanding. However, when the largest helicopter is
    a very large, wheeled aircraft (e.g., the S-61), and the
    skid-equipped helicopters are all much smaller, the parking size
    requirements for wheeled helicopters may be the most demanding. If
    wheel-equipped helicopters taxi with wheels not touching the
    surface, parking areas should be designed based on hover taxi
    operations rather than ground taxi operations.

f.  **Fueling.** Helicopter fueling is typically accomplished with the
    use of a fuel truck or the use of a specific fueling area with
    stationary fuel tanks.

    1.  Systems for storing and dispensing fuel must conform to Federal,
        state, and local requirements for petroleum handling facilities.
        Guidance is found in AC 150/5230-4, *Aircraft Fuel Storage,
        Handling, and Dispensing on Airports*, and in appropriate
        National Fire Protection Association (NFPA) 403, *Standard for
        Aircraft Rescue and Fire Fighting Services at Airp*orts, and
        NFPA 418, *Standards for Heliports*.

    2.  Fueling locations should be designed and marked to minimize the
        potential for helicopters to collide with the dispensing
        equipment. Fueling areas should be designed so there is no
        object tall enough to be hit by the main or tail rotor blades
        within a distance of 1.0 times the Overall Length (OL) from the
        center point of the position where the helicopter would be
        fueled. If this is not practical at an existing facility, long
        fuel hoses should be installed.

    3.  Lighting. The fueling area should be lighted if night fueling
        operations are contemplated. Care should be taken to ensure that
        any light poles do not constitute an obstruction hazard.

g.  **Tie-Downs.** Recessed tie-downs should be installed to accommodate
    extended or overnight parking of based or transient helicopters.
    Caution should be exercised to ensure that any depression associated
    with the tie-downs should not have a diameter greater than one-half
    the width of the smallest helicopter landing wheel or landing skid
    anticipated to be operated on the heliport surface. In addition,
    tie-down chocks, chains, cables, and ropes should be stored off the
    heliport surface to avoid fouling landing gear. Guidance on
    tie-downs can be found in AC 20-35.

h.  **Taxiway-to-Parking-Position** Transition Requirements. See
    paragraph 308c.

[]{#__RefHeading___Toc83615755 .anchor}**309. HELIPORT MARKERS AND
MARKINGS**. Markers and/or surface markings should identify the facility
as a heliport. Surface markings may be paint, reflective paint, or
preformed material. Lines/markings may be outlined with a 6-inch wide
(15 cm) line of a contrasting color to enhance conspicuity. The
following markers and markings should be used.

a.  **TLOF and FATO Perimeter Markings.** The perimeter of the TLOF and
    the FATO should be defined with markers and/or lines.

    1.  TLOFs. The perimeter of a TLOF should be defined with a
        continuous 12-inch wide (30 cm), white line, as shown in Figure
        3-13 and Figure 3-14. The perimeter of an unpaved TLOF should be
        defined with a series of 12-inch-wide (30 cm) flush, in-ground
        markers, each approximately 5 feet (1.5 m) in length with
        end-to-end spacing of not more than 6 inches (15 cm).

    2.  Unpaved FATOs. The perimeter of an unpaved FATO should be
        defined with 12-inch wide (30 cm), flush in-ground markers. The
        corners of the FATO should be defined and the perimeter markers
        should be 12 inches in width, approximately 5 feet (1.5 m) in
        length, and with end-to-end spacing of approximately 5 feet (1 5
        m). (See Figure 3-13).

    3.  Paved FATOs. The perimeter of a paved FATO should be defined
        with a 12-inch wide (30 cm) dashed white line. The corners of
        the FATO should be defined and the perimeter marking segments
        should be 12 inches in width, approximately 5 feet (1.5 m) in
        length, and with end-to-end spacing of approximately 5 feet
        (1.5 m). See Figure 3-14.

b.  **Standard Identification Marking.** The standard identification
    marking is intended to identify the location as a heliport, to mark
    the TLOF, and to provide visual cues to the pilot. A white "H"
    marking should mark the TLOF. The proportions and layout of the
    letter H are illustrated in Figure 3-15. The height of the H is
    limited to 75 feet (22.9m). The H should be oriented on the axis of
    the preferred approach/ departure path. A bar may be placed under
    the H when it is necessary to distinguish the preferred approach/
    departure direction. Arrows and/or landing direction lights (see
    paragraph 310e) may also be used to indicate one or more preferred
    approach/ departure paths.

c.  **Taxiway and Taxi Route Markings.** See paragraph 307.

d.  **Apron Markings.** In addition to the taxiway and parking position
    markings, the yellow (double) taxiway edge lines should continue
    around the apron to define its perimeter. Figures 3-9 and 3-11
    illustrate apron markings.

e.  **Parking Position Markings.** See paragraph 307.

f.  **Closed Heliport.** All markings of a permanently closed heliport,
    FATO, or TLOF should be obliterated. If it is impractical to
    obliterate markings, a yellow X should be placed over the H, as
    illustrated in Figure 3-16. The yellow X should be large enough to
    ensure early pilot recognition that the heliport is closed. The
    windsock(s) and other visual indications of an active heliport
    should also be removed.

g.  **TLOF Size Limitations.** The TLOF should be marked to indicate the
    rotor diameter of the largest helicopter for which it is designed as
    indicated in Figure 3-15. (The rotor diameter should be given in
    feet. Metric equivalents should NOT be used for this purpose.) This
    marking should be centered in the lower section of a TLOF
    size/weight limitation 'box'. The numbers should be should be 5 ft
    (1.5 m) high (see Appendix A Figure A3-1). The numbers should be
    black with a white background. When viewed from the preferred
    approach direction, this TLOF size/weight limitation 'box' should be
    located on the TLOF in the lower right-hand corner, or the on
    right-hand side of the H of a circular TLOF.

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```
h.  **Elevated TLOF Weight Limitations.** If a TLOF has limited
    weight-carrying capability, it should be marked with the maximum
    takeoff weight of the design helicopter, in units of thousands of
    pounds as indicated in Figure 3-15 (A numeral 21 indicates a
    weight-carrying capability of up to 21,000 pounds. Metric
    equivalents should NOT be used for this purpose.) This marking
    should be centered in the upper section of a TLOF size/weight
    limitation 'box'. The numbers should be 5 ft (1.5 m) high (see
    Appendix A Figure A3-2). The numbers should be black with a white
    background. If the TLOF does not have a weight limit, a diagonal
    line, extending from the lower left hand corner to the upper right
    hand corner, should be added to the upper section of the TLOF
    size/weight limitation 'box'. (See Figure 3-15) When viewed from the
    preferred approach direction, this TLOF size/weight limitation 'box'
    should be located on the TLOF in the lower right-hand corner.

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```
i.  **Equipment/Object Marking.** Heliport maintenance and servicing
    equipment, as well as other objects used in the airside operational
    areas, should be made conspicuous with paint, reflective paint,
    reflective tape, or other reflective markings. Particular attention
    should be given to marking objects that are hard to see in marginal
    visibility, such as at night, heavy rain, or in fog.

j.  **Marking Obstructions Outside the Approach/ Departure Airspace.**
    See paragraph 311.

k.  **Marking Proportions.** See Appendix 3 for guidance on the
    proportions of painted numbers.

[]{#__RefHeading___Toc83615756 .anchor}**310. HELIPORT LIGHTING**. For
night operations, the TLOF, the FATO, taxiways, taxi routes, and the
windsock need to be lighted. AC 150/5340-28, *Low Visibility Taxiway
Lighting System*; AC 150/5340-24, *Runway and Taxiway Edge Lighting
System*; and AC 150/5345-46, *Specification for Runway and Taxiway Light
Fixtures*, contain technical guidance on lighting equipment and
installation details. Heliport lighting ACs are available at
[http://faa.gov/arp.]{.underline}

a.  **Ground-level TLOF Perimeter Lights.** Flush green lights should
    define the TLOF perimeter. A minimum of four flush light fixtures is
    recommended per side of a square or rectangular TLOF. A light should
    be located at each corner with additional lights uniformly spaced
    between the corner lights, with a maximum interval of 25 feet (8 m)
    between lights. Flush lights should be located within 1 foot (30 cm)
    inside or outside of the TLOF perimeter. Figures 3-18 and 3-19
    illustrate this lighting.

b.  **Elevated TLOF Perimeter Lights.** The TLOF perimeter should be lit
    with flush green lights located within 1 foot inside or outside of
    the TLOF edge. If raised omni-directional lights are used they
    should be located on the outside edge of the TLOF or the outer edge
    of the safety net as shown in Figure 3-20. The raised lights should
    not penetrate a horizontal plane at the TLOFs elevation by more than
    2 inches (5 cm). In areas where it snows in the winter, the outside
    edge is the preferred location. (Lights on the outside edge of the
    TLOF are prone to breakage during snow removal.) Lighting on the
    outside edge also provides better visual cues to pilots at a
    distance from the heliport since they outline a larger area.

c.  **Optional TLOF Lights.** An optional feature is a line of 7 white,
    flush L-850A lights spaced at 5‑feet (1.5 m) intervals installed in
    the TLOF pavement. These lights are aligned on the centerline of the
    approach course to provide close-in directional guidance and improve
    TLOF surface definition. These lights are illustrated in
    Figure 3-17.

d.  **Ground FATO Perimeter Lights.** Green lights should define the
    limits of the FATO. A light should be located at each corner with
    additional lights uniformly spaced between the corner lights with a
    maximum interval of 25 feet (8 m) between lights. A circular pattern
    of FATO perimeter lights is not recommended.

    1.  If flush lights are used, they should be located within 1 foot
        (30 cm) inside or outside of the FATO perimeter. (See
        Figure 3-18).

    2.  If raised light fixtures are used, they should be no more than 8
        inches (20 cm) high, should be located 10 feet (3 m) out from
        the FATO perimeter, and should not penetrate a horizontal plane
        at the FATO elevation by more than 2 inches (5 cm). See
        Figure 3-19.

e.  **Elevated FATO--Perimeter Lights.** The FATO perimeter should be
    lit with green lights. If flush lights are used, they should be
    located within 1 foot (inside or outside) of the FATO edge. If
    raised omni-directional lights are used, they should be located on
    the outside edge of the FATO or outside edges of the safety net, as
    shown in Figure 3-20. The raised lights should not penetrate a
    horizontal plane at the FATO/TLOF elevation. In areas where it snows
    in the winter, the outside edge is the preferred location. (Lights
    on the inside edge of the safety net are prone to breakage during
    snow removal.) Lighting on the outside edge also provides better
    visual cues to pilots at a distance from the heliport since they
    outline a larger area.

f.  **Landing Direction Lights.** Landing direction lights are an
    optional feature to be installed when it is necessary to provide
    directional guidance. Landing direction lights are a configuration
    of five yellow, omni-directional L-861 lights on the centerline of
    the preferred approach/ departure path. These lights are spaced at
    15-feet (4.6 m) intervals beginning at a point not less than 30 feet
    (9 m) and not more than 60 feet (18 m) from the TLOF perimeter and
    extending outward in the direction of the preferred approach/
    departure path, as illustrated in Figure 3-21.

g.  **Taxiway and Taxi Route Lighting.** Flush green lights define
    taxiway centerlines. Blue omni-directional lights define the edges
    of the taxiway.

    1.  Taxiway Centerline Lights. Taxiway centerlines are defined with
        flush L-852A bi-directional lights for straight segments and
        L852B lights for curved segments. These lights should be spaced
        at 50-foot (15 m) longitudinal intervals on straight segments
        and at 25‑foot (7.5 m) intervals on curved segments with a
        minimum of four lights needed to define the curve.
        Retroreflective markers are NOT recommended.

    2.  Taxiway Edge Lights. Flush L-861T omni-directional blue lights
        should be used to mark the edges of a paved taxiway. These
        lights should be spaced at 50-feet (15 m) longitudinal intervals
        on straight segments and at 25‑foot (7.5 m) intervals on curved
        segments with a minimum of four lights needed to define the
        curve. Retroreflective markers are NOT recommended.

h.  **Heliport Identification Beacon.** A heliport identification beacon
    should be installed. The beacon, flashing white/green/yellow at the
    rate of 30 to 45 flashes per minute, should be located on or close
    to the heliport. Guidance on heliport beacons is found in AC
    150/5345-12, *Specification for Airport and Heliport Beacon*.

i.  **Floodlights.** Floodlights may be used to illuminate the parking
    apron. To eliminate the need for tall poles, these floodlights may
    be mounted on adjacent buildings. Care should be taken, however, to
    place floodlights clear of the TLOF, the FATO, the Safety Area, and
    the approach/ departure surfaces and any required transitional
    surfaces. Care should be taken to ensure that floodlights and their
    associated hardware do not constitute an obstruction hazard.
    Floodlights should be aimed down and provide a minimum of 3-foot
    candles (32 lux) of illumination on the apron surface. Floodlights
    that might interfere with pilot vision during takeoff and landings
    should be capable of being turned off.

j.  **Lighting of Obstructions.** See paragraph 311.

k.  **Heliports at Airports.** When a heliport on an airport is sited in
    close proximity to a taxiway, there may be a concern that the green
    taxiway centerline lights could be confused with the TLOF or FATO
    perimeter lights. In such cases, yellow lights may be used as an
    alternative color for marking the TLOF and the FATO.

[]{#__RefHeading___Toc83615757 .anchor}**311. MARKING AND LIGHTING OF
OBSTRUCTIONS**. The marking and lighting of obstructions within the
approach/ departure airspace is discussed in paragraph 108b(3). This
paragraph discusses the marking lighting of obstructions in close
proximity but outside the approach/ departure airspace.

a.  **Background.** Unmarked wires, antennas, poles, cell towers, and
    similar objects are often difficult to see, even in the best
    daylight weather, in time for a pilot to successfully take evasive
    action. While pilots can avoid such objects during en route
    operations by flying well above them, approaches and departures
    require operation near the ground where obstacles may be in close
    proximity.

b.  **Airspace.** If difficult-to-see objects penetrate the object
    identification surfaces illustrated in Figure 3-22, these objects
    should be marked to make them more conspicuous. If operations are
    conducted at a heliport between dusk and dawn, these
    difficult-to-see objects should be lighted. Guidance on marking and
    lighting objects is contained in AC 70/7460-1, *Obstruction Marking
    and Lighting*. The object Identification surfaces in Figure 3-22 can
    also be described as follows:

    1.  In all directions from the Safety Area except under the
        approach/ departure paths, the safety surface starts at the
        Safety Area perimeter and extends out horizontally a distance of
        100 feet (30 m).

    2.  Under the approach/ departure surface, the object identification
        surface starts from the outside edge of the FATO and extends
        horizontally out for a distance of 800 feet (244 m). From this
        point, the object identification surface extends out for an
        additional distance of 3,200 feet (975 m) while rising on a
        8:1 slope (8 unit horizontal in 1 units vertical). From the
        point 800 feet (244 m) from the FATO perimeter, the object
        identification surface is 100 feet (30.5 m) beneath the
        approach/ departure surface.

    3.  The width of the object identification surface increases as a
        function of distance from the Safety Area. From the Safety Area
        perimeter, the object identification surface extends laterally
        to a point 100 feet (30 m) outside the Safety Area perimeter. At
        the upper end of the surface, the object identification surface
        extends laterally 200 feet (61 m) on either side of the
        approach/ departure path.

c.  **Shielding of Objects.** If there are a number of obstacles in
    close proximity, it may not be necessary to mark all of them if they
    are shielded. To meet the shielding guidelines a object would be
    shielded by existing structures of a permanent and substantial
    character or by natural terrain or topographic features of equal or
    greater height, and would be located in the congested area of a
    city, town, or settlement where it is evident beyond all reasonable
    doubt that the structure so shielded will not adversely affect
    safety in air navigation. Additional guidance on this topic may be
    found in 14 CFR Part 77.15(a), Construction or alterations not
    requiring notice.

[]{#__RefHeading___Toc83615758 .anchor}**312. SAFETY CONSIDERATIONS**.

Some safety enhancements to be considered in the design of a heliport
are discussed below. Other areas such as the effects of rotor downwash
may need to be addressed based on site conditions and the design
helicopter.

a.  **Security.** The operational areas of a heliport need to be kept
    clear of people, animals, and vehicles.

    1.  Safety Barrier. At ground-level transport heliports, the
        heliport owner or operator should erect a safety barrier around
        the helicopter operational areas. This barrier may take the form
        of a fence or a wall. It should be no closer to the operation
        areas than the outer perimeter of the Safety Area. Barriers
        should not penetrate any approach/ departure (primary or
        transitional) surface. Thus, in the vicinity of the approach/
        departure paths, the barrier may need to be well outside the
        outer perimeter of the Safety Area.

    2.  Any barrier should be high enough to present a positive barrier
        to persons inadvertently entering an operational area and yet
        low enough to be non-hazardous to helicopter operations.

    3.  Access to airside areas should be through controlled and locked
        gates and doors. Gates and doors should display a cautionary
        sign similar to that illustrated in Figure 3-23.

b.  **Rescue and Fire Fighting Services.** State and local rescue and
    fire fighting regulations vary. Heliports should meet the criteria
    of NFPA Pamphlet 418, Standards for Heliports, and NFPA
    Pamphlet 403, Standard for Aircraft Rescue and Fire-fighting
    Services at Airports. A fire hose cabinet or extinguisher should be
    provided at each access gate and each fueling location. At elevated
    TLOF/FATOs, fire hose cabinets, fire extinguishers, and other fire
    fighting equipment should be located adjacent to, but below the
    level, of the TLOF/FATO. NFPA standards are available at the NFPA
    web site <http://www.nfpa.org/catalog/home/index.asp>[.]{.underline}

c.  **Turbulence.** Air flowing around and over buildings, stands of
    trees, terrain irregularities, etc. can create turbulence that may
    affect helicopter operations. FAA Technical Report FAA/RD-84/25,
    Evaluating Wind Flow Around Buildings on Heliport Placement
    (Reference 41 of Appendix 4 addresses the wind's effect on
    helicopter operations). The following actions may be taken in
    selecting a site to minimize the effects of turbulence: The
    Technical Report is available from the National Technical
    Information Service (NTIS) web site
    [http://www.ntis.gov/.]{.underline}

    1.  Ground-Level Heliports. Helicopter operations from sites
        immediately adjacent to buildings trees and other large objects
        are subjected to air turbulence effects caused by such features.
        Therefore, locate the landing and takeoff area away from such
        objects in order to minimize air turbulence in the vicinity of
        the FATO and the approach/ departure paths.

    2.  Elevated Heliports. 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 edge. While
        elevating the platform helps reduce or eliminate the air
        turbulence effects, a safety net may be required (see paragraph
        302d (4)).

d.  **Communications.** A UNICOM radio may be used to provide arriving
    helicopters with heliport and traffic advisory information but may
    not be used to control air traffic. The Federal Communications
    Commission (FCC) should be contacted for information on UNICOM
    licensing.

e.  **Weather Information.** An AWOS measures and automatically
    broadcasts current weather conditions at the heliport site. When an
    AWOS is installed, it should be located at least 100 feet (30.5 m)
    and not more than 700 feet (213 m) from the TLOF perimeter. Locate
    the AWOS so the instruments will NOT be affected by rotor wash from
    helicopter operations. Guidance on AWOS systems is found in AC
    150/5220-16, *Automated Weather Observing Systems (AWOS) for
    Non-Federal Applications*.

f.  **Winter Operations.** Swirling snow raised by a helicopter's rotor
    wash can cause the pilot to lose sight of the intended landing
    point. Swirling snow on takeoff can hide objects that need to be
    avoided. At least the TLOF, the FATO, and as much of the Safety Area
    as practical, should be kept free of snow. Heliport design should
    take into account the methods and equipment to be used for snow
    removal. The heliport design should allow the snow to be removed
    sufficiently so that the snow will not present an obstruction hazard
    to either the tail rotor or the main rotor. Guidance on winter
    operations is found in AC150/5200-30, Airport Winter Safety and
    Operations. (Exception: In cases where the FATO is much larger than
    the minimum requirement, it may not be necessary to clear all of
    this additional area.)

[]{#__RefHeading___Toc83615759 .anchor}**313. VISUAL GLIDESLOPE
INDICATORS (VGI)**. A VGI provides pilots with visual course and descent
cues. The lowest on-course visual signal must provide a minimum of 1
degree of clearance over any object that lies within 10 degrees of the
approach course centerline.

a.  **The optimal location** of a VGI is on the extended centerline of
    the approach path at a distance that brings the helicopter to a
    hover between 3 and 8 feet (0.9 to 2.4 m) above the TLOF.
    Figure 3-24 illustrates VGI clearance criteria.

b.  **Control of the VGI.** There may be merit in making operation of
    the visual glideslope indicator controllable from the approaching
    helicopter to ensure that it is "on" only when required.

c.  **VGI Needed.** At many heliports, a VGI is an optional feature.
    However, a VGI should be provided if one or more of the following
    conditions exist, especially at night:

    1.  Obstacle clearance, noise abatement, or traffic control
        procedures require a particular slope to be flown.

    2.  The environment of the heliport provides few visual surface
        cues.

d.  **Additional Guidance.** AC 150/5345-52, *Generic Visual Glideslope
    Indicators (GVGI)*, and AC 150/5345-28, *Precision Approach Path
    Indicator (PAPI) Systems*, provide additional guidance.

[]{#__RefHeading___Toc83615760 .anchor}**314. TERMINAL FACILITIES**. The
heliport terminal requires curbside access for passengers using private
autos, taxicabs, and public transit vehicles. Public waiting areas need
the usual amenities, and a counter for rental car services may be
desirable. Passenger auto parking areas should accommodate current
requirements and have the capability of being expanded to meet future
requirements. Readily available public transportation may reduce the
requirement for employee and service personnel auto parking spaces. The
heliport terminal building or sheltered waiting area should be
attractive and functional. AC 150/5360-9, *Planning and Design of
Airport Terminal Building Facilities at Non-Hub Locations*, contains
guidance on designing terminal facilities. The AC is available at the
FAA library web site:

<http://www.airweb.faa.gov/Regulatory_and_Guidance__Library>[.]{.underline}

Unless screening was carried out at the helicopter passengers' departure
location, Transportation Security Administration regulations may require
that a screening area and/or screening be provided before passengers
enter the airport\'s secured areas. Multiple helicopter parking
positions and/or locations may be needed in the terminal area to service
helicopter passenger and/or cargo inter connecting needs. Information
about passenger screening is available at Transportation Security
Administration web site http://www.tsa.gov/public/.

[]{#__RefHeading___Toc83615761 .anchor}**315. ZONING AND COMPATIBLE LAND
USE**. Where state and local statutes permit, a transport heliport
sponsor is encouraged to develop and promote the adoption of the
following zoning measures to ensure that the heliport will continue to
be available for public use as well as to protect the community\'s
investment in the facility.

a.  **Zoning to Limit Building/Object Heights.** General guidance on
    drafting an ordinance that would limit building and object heights
    is contained in AC 150/5190-4, *A Model Zoning Ordinance to Limit
    Height of Objects Around Airports*. The locally developed ordinance
    should substitute the heliport surfaces for the airport surfaces
    described in model ordinance.

b.  **Zoning for Compatible Land Use.** A zoning ordinance may be
    enacted, or an existing ordinance modified, to control the use of
    property within the heliport approach/ departure path environment.
    The ordinance should restrict activities to those that are
    compatible with helicopter operations.

c.  **Air Rights and Property Easements** are options that may be used
    to prevent the encroachment of obstacles in the vicinity of a
    heliport.

[]{#__RefHeading___Toc79480034 .anchor}Table 3-1. Taxiway and Taxi Route
Dimensions -- Transport Heliports

![](media/image37.wmf){width="3.4652777777777777in"
height="7.311111111111111in"}

![](media/image38.wmf){width="6.319444444444445in"
height="8.481944444444444in"}

[]{#__RefHeading___Toc83615851 .anchor}Figure 3-1. A Typical Transport
Heliport:\
TRANSPORT

####### 

![](media/image39.wmf){width="6.159722222222222in"
height="3.545138888888889in"}

NOT DRAWN TO SCALE

A.  Minimum TLOF Width: 1.0 RD but not less than 50ft (15 m)

B.  Minimum TLOF Length: 1.0 RD but not less than 50ft (15 m)

C.  Minimum FATO Width: 2.0 RD but not less than 100 ft (30 m)

D.  Minimum FATO Length: 2.0 RD but not less than 200 ft (61 m). See
    paragraph 302b(2) and Figure 3-4 for adjustments for elevations
    above 1000ft.

E.  Minimum Separation Between the Perimeter of the TLOF and the FATO:
    \[0.5 (1.5 OL - 1.0 RD}\]

F.  Minimum Safety Area Width: ½ RD but not less than 30 feet (9 m).

> RD: Rotor diameter of the design helicopter
>
> OL: Overall length of the design helicopter

[]{#__RefHeading___Toc83615852 .anchor}Figure 3-2. TLOF/FATO/Safety Area
Relationships and Minimum Dimensions:\
TRANSPORT

![](media/image40.wmf){width="7.257638888888889in"
height="4.183333333333334in"}

A Minimum TLOF Width: 1.0 RD but not less than 50 feet (15 m)

B Minimum TLOF Length: 1.0 RD but not less than 50ft (15 m)

C Minimum FATO Width: 2.0 RD but not less than 100 ft (30 m)

E Minimum Separation Between the Perimeters of the TLOF and the FATO:
\[0.5(1.5 OL - 1.0 RD)\]

F Minimum Safety Area Width: 30 feet (9 m)

RD: Rotor diameter of the design helicopter

OL: Overall length of the design helicopter

[]{#__RefHeading___Toc83615853 .anchor}Figure 3-3. An Elongated
FATO/TLOF with Two Takeoff Positions:\
TRANSPORT

![](media/image12.wmf){width="6.4527777777777775in"
height="3.1555555555555554in"}

Example: For a site elevation of 3,200 ft., 80 ft. should be added to
the basic FATO length (200 ft. + 80 ft. = 280 ft.)

[]{#__RefHeading___Toc83615854 .anchor}Figure 3-4. Additional FATO
Length for Heliports at Higher Elevations:\
TRANSPORT

![](media/image41.wmf){width="6.757638888888889in"
height="2.7881944444444446in"}

[]{#__RefHeading___Toc83615855 .anchor}Figure 3-5. Non-load-bearing
Safety Area:\
TRANSPORT

![](media/image42.wmf){width="6.4944444444444445in"
height="5.803472222222222in"}

[]{#__RefHeading___Toc83615856 .anchor}Figure 3-6. VFR Heliport
Approach/ Departure and Transitional Surfaces:\
TRANSPORT

![](media/image43.wmf){width="6.275in" height="8.254166666666666in"}

[]{#__RefHeading___Toc83615857 .anchor}Figure 3-7. Protection Zone:\
TRANSPORT

![](media/image44.wmf){width="6.473611111111111in"
height="4.115277777777778in"}

[]{#__RefHeading___Toc83615858 .anchor}Figure 3-8. Taxiway/Taxi Route
Relationship, Centerline and Edge Marking:\
TRANSPORT

![](media/image45.wmf){width="6.7868055555555555in"
height="6.430555555555555in"}

**NOTES:**

1.  For simplicity, some markings have not been shown on this figure
    (such as parking position identifier, passenger walkway, and rotor
    diameter of the largest helicopter that the FATO/TLOF or the parking
    position is designed to accommodate.

2.  The design of these parking positions is based on the presumption
    that the helicopter may pivot about the mast prior to exiting the
    parking position.

3.  The minimum recommended clearance between the arcs generated by the
    tail rotor:

> Hover taxi operations: 1/3 RD
>
> Ground taxi operations: 10 ft (3 m)

4.  Rotor diameter and weight limitation markings are not shown for
    simplicity.

[]{#__RefHeading___Toc83615859 .anchor}Figure 3-9. Parking Area
Design-"Turn-around" Parking Positions:\
TRANSPORT

![](media/image46.wmf){width="6.379166666666666in"
height="7.0569444444444445in"}

[]{#__RefHeading___Toc83615860 .anchor}Figure 3-10. Parking Position
Marking:\
TRANSPORT

![](media/image47.wmf){width="4.904861111111111in"
height="6.6506944444444445in"}

> **NOTES:**

1.  For simplicity, some markings have not been shown on this figure
    such as parking position identifier, passenger walkway, and rotor
    diameter of the largest helicopter that the FATO/TLOF or the parking
    position is designed to accommodate.

2.  The parking areas are designed so that helicopters exit taxiing
    forward.

3.  The minimum recommended clearance between parking positions

> Hover taxi operations: 1/3 RD
>
> Ground taxi operations: 10 ft (3 m)

4.  Rotor diameter and weight limitation markings are not shown for
    simplicity.

[]{#__RefHeading___Toc83615861 .anchor}Figure 3-11. Parking Area
Design-"Taxi-through" Parking Positions:\
TRANSPORT

![](media/image48.wmf){width="6.496527777777778in" height="7.05in"}

[]{#__RefHeading___Toc83615862 .anchor}Figure 3-12. Parking Position
Identification, Size and Weight Limitations:\
TRANSPORT

![](media/image49.wmf){width="6.496527777777778in" height="7.05in"}

> **NOTES:**

1.  The **H** should be oriented on the axis of the preferred approach/
    departure path.

2.  The perimeter of the TLOF and/or the FATO should be marked.

3.  The perimeter of a paved or hard surfaced TLOF should be defined
    with a continuous, white line.

4.  The perimeter of an unpaved FATO should be defined with flush,
    in-ground markers.

[]{#__RefHeading___Toc83615863 .anchor}Figure 3-13. Paved TLOF/Unpaved
FATO -- Markings:\
TRANSPORT

![](media/image50.wmf){width="6.3625in" height="7.154166666666667in"}

> NOTES:

1.  The **H** should be oriented on the axis of the preferred approach/
    departure path.

2.  The perimeter of the TLOF and/or the FATO should be marked.

3.  The perimeter of a paved or hard surfaced TLOF should be defined
    with a continuous, white line.

4.  The perimeter of a paved FATO should be defined with a 12-inch-wide
    (30 cm) dashed white line. (See detail A)

5.  See Figure 3-15 for dimensions of the **H**.

> []{#__RefHeading___Toc83615864 .anchor}**Figure 3-14. Paved TLOF/Paved
> FATO -- Markings:\
> TRANSPORT**

![](media/image51.wmf){width="3.8694444444444445in" height="6.94375in"}

> **NOTES:**

1.  See Appendix 3 for the form and proportion of the numbers used in
    the size and weight limitations 'box'.

2.  The **H** should be oriented on the axis of the preferred approach/
    departure path.

3.  **[21]{.underline}** indicates the TLOF has limited weight-carrying
    capability in thousands of pounds

4.  **62** indicates the rotor diameter of the largest helicopter for
    which the TLOF is designed.

[]{#__RefHeading___Toc83615865 .anchor}Figure 3-15. Standard Heliport
Identification Symbol, TLOF Size, and Weight Limitations:\
TRANSPORT

![](media/image52.wmf){width="6.419444444444444in"
height="3.1527777777777777in"}

[]{#__RefHeading___Toc83615866 .anchor}Figure 3-16. Marking a Closed
Heliport:\
TRANSPORT

![](media/image53.wmf){width="6.4527777777777775in" height="5.01875in"}

**NOTE:** Optional white, flush L-850A TLOF lights

[]{#__RefHeading___Toc83615867 .anchor}Figure 3-17. Optional TLOF
Lights:\
TRANSPORT

![](media/image54.wmf){width="6.513194444444444in"
height="3.2159722222222222in"}

**NOTES:**

1.  Flush FATO and TLOF lights may be installed inside or outside ±1
    foot of the FATO and TLOF respective perimeters.

2.  Rotor diameter and weight limitation markings are not shown for
    simplicity

[]{#__RefHeading___Toc83615868 .anchor}Figure 3-18. FATO and TLOF Flush
Perimeter Lighting:\
TRANSPORT

![](media/image55.wmf){width="6.49375in" height="2.729861111111111in"}

> **NOTES:**

1.  Flush TLOF lights may be installed inside or outside
    [±]{.underline}1 foot of the TLOF perimeter.

2.  Raised FATO lights may be installed 10-foot outside the FATO
    perimeter.

3.  Rotor diameter and weight limitation markings are not shown for
    simplicity.

[]{#__RefHeading___Toc83615869 .anchor}Figure 3-19. FATO Raised and TLOF
Flush Perimeter Lighting:\
TRANSPORT

![](media/image56.wmf){width="6.922916666666667in"
height="2.8847222222222224in"}

[]{#__RefHeading___Toc83615870 .anchor}Figure 3-20. Elevated FATO --
Perimeter Lighting:\
TRANSPORT

![](media/image57.wmf){width="4.8in" height="8.259722222222223in"}

> **NOTE:** Yellow omni-directional lights

[]{#__RefHeading___Toc83615871 .anchor}Figure 3-21. Landing Direction
Lights:\
TRANSPORT

![](media/image58.wmf){width="6.4631944444444445in"
height="5.978472222222222in"}

[]{#__RefHeading___Toc83615872 .anchor}Figure 3-22. Airspace Where
Marking and Lighting Are Recommended:\
TRANSPORT

![](media/image59.wmf){width="6.135416666666667in"
height="7.6618055555555555in"}

[]{#__RefHeading___Toc83615873 .anchor}Figure 3-23. Caution Sign:\
TRANSPORT

![](media/image60.wmf){width="6.536111111111111in"
height="4.5472222222222225in"}

[]{#__RefHeading___Toc83615874 .anchor}**Figure 3-24. Visual Glideslope
Indicator (VGI) Siting and Clearance Criteria:\
TRANSPORT**

**Intentionally Left Blank**

# HOSPITAL HELIPORTS {#hospital-heliports .Style-Heading-1-+-Not-Bold}

400. []{#__RefHeading___Toc83615763 .anchor}**GENERAL**. Helicopters
     have proven to be an effective means of transporting injured
     persons from the scene of an accident to a hospital and in
     transferring patients in critical need of specialized services from
     one hospital to another hospital having that capability. A
     functional hospital heliport may be as simple as a cleared area on
     the ground, together with a windsock and a clear approach/
     departure path. Figure 4-1 illustrates the essential elements of a
     ground-level hospital heliport.

The heliport consists of a touchdown and lift-off area (TLOF) surrounded
by a final approach and takeoff area (FATO). A safety area is provided
around the FATO.

The relationship of the TLOF to the FATO and the Safety Area is shown in
Figure 4-2. A FATO may NOT contain more than one TLOF.

Appropriate approach/ departure airspace, to allow safe approaches to
and departures from landing sites is required. (See Paragraph 404.)

**NOTE:** *The design recommendations given in this Chapter are based on
the understanding that there will never be more than one helicopter
within the FATO and the associated safety area. If there is a need for
more than one TLOF at a heliport, each TLOF should be located within its
own FATO.*

a.  **Hospital Heliports.** This chapter addresses issues that are
    unique to hospital heliports and issues for which the design
    recommendations are different than what is recommended for other
    categories of heliports. These recommendations address the design of
    a heliport that will accommodate air ambulance helicopter operations
    and emergency medical service (EMS) personnel and equipment.

b.  **Heliport Site Selection.** Public agencies and others planning to
    develop a hospital heliport are encouraged to select a site capable
    of supporting instrument operations, future expansion, and military
    helicopters that will be used in disaster relief efforts.

**NOTE:** *To the extent that it is feasible and practical to do so, the
standards and recommendations in this AC should be used in planning and
designing improvements to an existing heliport when significant
expansion or reconstruction is undertaken. However, existing hospital
heliports may continue to follow the recommendations and standards
applicable at the time of design.*

**NOTE*:*** *If Federal funds are used to build or modify a hospital
heliport, the facility should meet the applicable sections in chapter 2
as well as the additional recommendations in this chapter. In addition,
the facility should have sufficient size and weight-bearing capability
to support the nominal-sized military medevac helicopter that might land
at the heliport during emergencies.*

[]{#__RefHeading___Toc83615764 .anchor}**401. TOUCHDOWN AND LIFT-OFF
AREA (TLOF)**.

a.  **TLOF Location.** The TLOF of a hospital heliport may be at ground
    level, on an elevated structure, or at rooftop level. The TLOF is
    normally centered within the FATO.

b.  **TLOF Size.** The minimum TLOF dimension (length, width, or
    diameter) should be 1.0  rotor diameter (RD) of the design
    helicopter but not less than 40 feet (12 m).

c.  **Elongated TLOF.** An elongated TLOF can provide an increased
    safety margin and greater operational flexibility. An elongated TLOF
    may contain a landing position located in the center and two takeoff
    positions located at either end as illustrated in Figure 4-3. The
    landing position should have a minimum length of 1.0 times the RD of
    the design helicopter

**NOTE:** *If an elongated TLOF is provided an elongated FATO will*
*also be required. See Figure 4‑3.*

d.  **Ground-level TLOF Surface Characteristics.** The entire TLOF must
    be load bearing, either a paved surface or aggregate turf (see AC
    150/5370-10, Item P-217). A paved surface is preferable to provide
    an all-weather wearing surface for helicopters and a firm working
    surface for hospital personnel and the wheeled equipment used for
    moving patients on gurneys. The TLOF should be capable of supporting
    the support the dynamic loads of the helicopter intended to use the
    parking area (Paragraph 806b). Portland Cement Concrete (PCC) is
    recommended for ground-level facilities. (An asphalt surface is
    "less desirable" for heliports as it may rut under the wheels or
    skids of a parked helicopter, a factor in some rollover accidents.)
    Pavements should have a broomed or other roughened finish that
    provides a skid-resistant surface for helicopters and non-slippery
    footing for people and for moving patients on gurneys.

e.  **Rooftop and Other Elevated TLOFs.** Elevated TLOFs and any TLOF
    supporting structure should be capable of supporting the dynamic
    loads of the helicopter intended to use the facility (Paragraph
    806b).

    1.  Elevated Hospital Heliports. The TLOF should be elevated above
        the level of any obstacle, in either the FATO or the Safety Area
        that can not be removed. \[Exception: This does not apply to
        frangibly mounted objects that, due to their function, must be
        located within the Safety Area (see paragraph 403d).

    2.  Obstructions. Elevator penthouses, cooling towers, exhaust
        vents, fresh-air vents, and other raised features can impact
        heliport operations. Helicopter exhausts can impact building air
        quality if the heliport is too close to fresh-air vents. These
        issues should be resolved during facility design. In addition,
        control mechanisms should be established to ensure that
        obstruction hazards are not installed after the heliport is
        operational.

    3.  TLOF Surface Characteristics. Rooftop and other elevated
        heliport TLOFs should be constructed of metal or concrete (or
        other materials subject to local building codes). TLOF surfaces
        should have a broomed pavement or other roughened finish that
        provides a skid-resistant surface for helicopters and
        non-slippery footing for people.

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(4) Safety Net. When the TLOF is on a platform elevated more than
    30 inches (76 cm) above its surroundings, a safety net, not less
    than 5 feet (1.5 m) wide, should be provided. A railing or fence
    should not be used since it would be a safety hazard during
    helicopter operations. The safety net should have a load carrying
    capability of 25 lb/ft^2^ foot (122 kg/m^2^). The net, as
    illustrated in Figure 4-4, should not project above the level of the
    TLOF. Both the inside and outside edges of the safety net should be
    fastened to a solid structure.

**NOTE:** *Designers should consider state and local regulations when
determining the width required for the safety net.*

5.  Access to Elevated TLOFs. OSHA requires two separate access points
    for an elevated structure such as a elevated TLOF. Hospital
    heliports should provide access to and from the TLOF via a ramp in
    order to provide for quick and easy transportation of a patient on a
    gurney. Ramps should be built in accordance with state and local
    requirements. The width of the ramp, and any turns in the ramp,
    should be wide enough to accommodate a gurney with a person walking
    on each side. Straight segments of the ramp should be not less than
    6 feet (1.8 m) wide. Additional width may be required in the turns.
    The ramp surface should provide a slip-resistant surface. The slope
    of the ramp should be no steeper than 12:1 (12 unit horizontal in
    1 units vertical). Inside the FATO and safety area, any handrails
    should not extend above the elevation of the TLOF. Where a handrail
    complying with Appendix A of 49 CFR 37, Section 4.8, is not
    provided, other means should be provide to protect personnel from
    fall hazards.

6.  Stairs should be built in compliance with regulation 29 CFR 1910.24.

7.  Access by individual with disabilities. Heliports operated by public
    entities and those receiving Federal financial assistance should
    provide reasonable accommodation for individual with disabilities if
    they do not impose undue hardship (significant difficulty or
    expense) on the operation of the organization. Refer to paragraph
    112 and AC 150/5360-14 for additional guidance.

**NOTE:** *While it is possible to move a gurney to and from the TLOF
using a lift, this is not recommended since it invariably results in a
delay in the movement of patients with time-critical conditioning.*

e.  **TLOF Gradients.** Recommended TLOF gradients are defined in
    Chapter 8.

[]{#__RefHeading___Toc83615765 .anchor}**402. FINAL APPROACH AND TAKEOFF
AREA (FATO)**. A hospital heliport should have at least one FATO. The
FATO should contain a TLOF within its borders at which arriving
helicopters terminate their approach and from which departing
helicopters takeoff.

a.  **FATO Location.** The hospital FATO may be at ground level, on an
    elevated structure, or roof top level. To avoid or minimize the need
    for additional ground transport, the FATO location should provide
    ready access to the hospital\'s emergency room. However, the
    heliport should be located so buildings and other objects are
    outside the Safety Area.

b.  **FATO Size.**

    1.  The length and width of the FATO should not be less than
        1.5 times the overall length (OL) of the design helicopter. At
        elevations well above sea level, a longer FATO can provide
        increased safety margin and greater operational flexibility.

    2.  The minimum distance between the TLOF perimeter and the FATO
        perimeter should be not less than the distance \[0.5 x (1.5 OL
        -- 1.0 RD)\] where OL is the overall length and RD is the rotor
        diameter of the design helicopter.

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c.  **FATO Surface Characteristics.** The FATO outside of the TLOF need
    not be load bearing. There are some helicopter performance benefits
    and increased operational flexibility if the FATO outside the TLOF
    is load bearing. If the TLOF is marked, the FATO outside the TLOF
    and the Safety Area may extend into the clear airspace. If the TLOF
    is not marked (see Paragraph 409a) and/or it is intended that the
    helicopter can land any where within the FATO, the FATO outside the
    TLOF should, like the TLOF, be capable of supporting the dynamic
    loads of the design helicopter (Paragraph 806 b).

If the FATO is load bearing, the portion abutting the TLOF should be
continuous with the TLOF and the adjoining edges should be at the same
elevation. If it is unpaved, the FATO should be treated to prevent loose
stones and any other flying debris caused by rotorwash.

d.  **Mobile Objects within the FATO and the Safety Area.** The FATO and
    Safety Area design recommendations in this AC are based on the
    assumption that the FATO is closed to other aircraft if a helicopter
    or other mobile object is within the FATO or the associated Safety
    Area.

e.  **FATO/FATO Separation.** If a heliport has more than one FATO, the
    separation between the perimeters of the two FATOs should be such
    that the respective safety areas do not overlap. This separation is
    based on the assumption that simultaneous approach/ departure
    operations will not take place.

**NOTE:** *If simultaneous operations are planned, greater separation
will be required.*

f.  **FATO Gradients.** Recommended FATO gradients are defined in
    Chapter 8.

[]{#__RefHeading___Toc83615766 .anchor}**403. SAFETY AREA**. A Safety
Area surrounds a FATO and should be clear of all obstacles except small,
frangible objects that, because of their function, must be located
there.

a.  **Safety Area Width.** The minimum recommended width of a Safety
    Area is dependent upon the heliport markings. The Safety Area width
    is dependent upon the use of the TLOF perimeter markings
    (paragraph 409a(1)), the FATO edge perimeter (paragraph 409a(2) and
    409a(3)), and the hospital heliport identification marking in
    paragraph 409b. Table 4-1 shows how the minimum recommended Safety
    Area width varies as a function of heliport markings. The
    recommended size of the Safety Area in Table 4-1 is increased if the
    TLOF perimeter is not marked. The minimum recommended width of the
    Safety Area is the same on all sides.

b.  **IFR Safety Area Width.** RESERVED.

c.  **Mobile Objects within the Safety Area.** See paragraph 402d.

**d. Fixed Objects within a Safety Area.** No fixed object should be
permitted within a Safety Area, except for frangibly mounted objects
that, due to their function, must be located there. Those objects whose
functions require them to be located within the Safety Area should not
exceed a height of 8 inches (20 cm) nor penetrate the approach/
departure surfaces or transitional surfaces.

e.  **Safety Area Surface.** The Safety Area need not be load bearing.
    Figure 4-5 depicts a non-load-bearing Safety Area. If the Safety
    Area is load bearing, the portion abutting the FATO should be
    continuous with the FATO and the adjoining edges should be at the
    same elevation. This is needed in order to avoid the risk of
    catching a helicopter skid or wheel. The Safety Area should be
    treated to prevent loose stones and any other flying debris caused
    by rotor wash.

f.  **Safety Gradients.** Recommended Safety Area gradients are defined
    in Chapter 8.

[]{#__RefHeading___Toc83615767 .anchor}**404. VFR APPROACH/ DEPARTURE
PATHS**. The purpose of approach/ departure airspace as shown in Figure
4-6 is to provide sufficient airspace clear of hazards to allow safe
approaches to and departures from landing sites.

a.  **Number of Approach/ Departure Paths.** Approach/ departure paths
    should be such that downwind operations are avoided and crosswind
    operations are kept to a minimum. To accomplish this, a heliport
    should have more than one approach/ departure paths. The preferred
    flight approach/ departure path should, to the extent feasible, be
    aligned with the predominate wind. Other approach/ departure paths
    should be based on the assessment of the prevailing winds or when
    this information is not available the separation between such flight
    paths and the preferred flight path should be at least 135 degrees.
    (See Figure 4-6).

Hospital facilities may have only single approach/ departure path
although a second flight path provides additional safety margin and
operational flexibility.

b.  **VFR Approach/ Departure and Transitional Surfaces.** An approach/
    departure surface is centered on each approach/ departure path.
    Figure 4-6 illustrates the approach/ departure (primary and
    transitional) surfaces.

The approach/ departure path starts at the edge of the FATO and slopes
upward at 8:1 (8 units horizontal in 1 unit vertical) for a distance of
4000 ft (1219 m) where the width is 500 ft (152 m) at a height of 500 ft
(152 m) above the elevation of TLOF surface.

The transitional surfaces start from the edges of the FATO parallel to
the flight path center line, and from the outer edges of approach/
departure surface, and extend outwards at a slope of 2:1 (2 units
horizontal in 1 unit vertical) for a distance of 250 ft (76 m) from the
centerline. The transitional surfaces start at the edge of the FATO
opposite the approach/ departure surfaces and extend to the end of the
approach/ departure surface. See Figure 4.6.

**NOTE:** *The transitional surface is not applied on the FATO edge
opposite the approach/ departure surface.*

The approach/ departure surface should be free of penetrations. Any
penetration of the transitional surface should be considered a hazard
unless an FAA aeronautical study determines that it will not have a
substantial adverse effect upon the safe and efficient use of this
airspace. Paragraph 108b provides guidance on how to identify and
mitigate such hazards to air navigation.

The transitional surfaces need not be considered if the size of the
approach/ departure surface is increased for a distance of 2000 ft. (610
m) as shown in Figure 4-7. The lateral extensions on each side of the
8:1 approach/ departure surface starts at the width of the FATO and is
increased so that at a distance of 2000 ft (610 m) from the FATO it is
100 ft (30 m) wide. Penetrations of area A or area B, but not both,
shown on Figure 4-7 by obstacles may be allowed providing the
penetrations are marked or lighted and not considered a hazard.

**NOTE:** *When the standard surface is incompatible with the airspace
available at the heliport site, no operations may be conducted unless
helicopter performance data supports a capability to safely operate
using an alternate approach/ departure surface. The site would be
limited to those helicopters meeting or exceeding the required
performance and approved by the FAA.*

c.  **Marking and Lighting of Objects that are Difficult to See**. See
    paragraph 411.

d.  **Periodic Review of Obstructions.** Heliport operators should
    reexamine obstacles in the vicinity of approach/ departure paths on
    at least an annual basis. This reexamination should include an
    appraisal of the growth of trees in close proximity to approach and
    departure paths. Paragraph 108 provides guidance on how to identify
    and mitigate obstruction hazards.

e.  **Curved VFR Approach/ Departure Paths.** VFR approach/ departure
    paths may curve in order to avoid objects or noise-sensitive areas.
    More than one curve in the path is not recommended. Heliport
    designers are encouraged to use the airspace above public lands,
    such as freeways or rivers.

**NOTE:** *In the next revision of this AC, the FAA intends to provide
details on the minimum dimensions of curved approach/ departure
airspace.*

[]{#__RefHeading___Toc83615768 .anchor}**405. MAGNETIC RESONANCE IMAGERS
(MRI)**. Hospital equipment, such as an MRI used in diagnostic work, can
create a strong magnetic field that will cause temporary aberrations in
the helicopter\'s magnetic compass and may interfere with other
navigational systems. Heliport proponents should be alert to the
location of any MRI with respect to the heliport location. A warning
sign alerting pilots to the presence of an MRI is recommended. Steps
should be taken to inform pilots of the locations of MRIs and other
similar equipment. For additional information, see reference 42 in
Appendix 4.

[]{#__RefHeading___Toc83615769 .anchor}**406. WINDSOCK**.

a.  **Specification.** A windsock conforming to AC 150/5345-27,
    *Specification for Wind Cone Assemblies*, should be used to show the
    direction and magnitude of the wind. The windsock should provide the
    best possible color contrast to its background.

b.  **Windsock Location.** The windsock should be located so it provides
    the pilot with valid wind direction and speed information in the
    vicinity of the heliport under all wind conditions.

    1.  The windsock should be sited so it is clearly visible to the
        pilot on the approach path when the helicopter is at a distance
        of 500 feet (152 m) from the TLOF.

    2.  Pilots should also be able to see a windsock from the TLOF.

    3.  To avoid presenting an obstruction hazard, the windsock should
        be located outside the Safety Area and it should not penetrate
        the approach/ departure or transitional approach/ departure
        surfaces.

    4.  At many landing sites, there may be no single, ideal location
        for the windsock. At other sites, it may not be possible to site
        a windsock at the ideal location. Consequently, more than one
        windsock may be required in order to provide the pilot with all
        the wind information needed for safe operations.

c.  **Windsock Lighting.** For night operations, the windsock should be
    internally lighted, or externally illuminated to ensure that it is
    clearly visible.

[]{#__RefHeading___Toc83615770 .anchor}**407. TAXIWAYS AND TAXI
ROUTES**. At hospital heliports with no parking or refueling area
outside the TLOF(s), no taxi route or taxiway is required. If
helicopters taxi outside the TLOF(s), the recommendations on
paragraph 207 should be followed.

[]{#__RefHeading___Toc83615771 .anchor}**408. HELICOPTER PARKING**. A
separate helicopter parking area is required at heliports that will
accommodate more than one helicopter at a time. At hospital heliports
with a parking or refueling area outside the safety area, the
recommendations in paragraph 208 should be followed.

[]{#__RefHeading___Toc83615772 .anchor}**409. HELIPORT MARKERS AND
MARKINGS**. Markers and/or surface markings should identify the facility
as a heliport. Surface markings may be paint, reflective paint,
reflective markers, or preformed material. Lines/markings may be
outlined with a 6-inch wide (15 cm) line of a contrasting color to
enhance conspicuity. The following markers and markings should be used.

a.  **TLOF and FATO Perimeter Markings.** The perimeter of the TLOF
    and/or FATO should be marked. The perimeter of the FATO should be
    defined with markers and/or lines. It is suggested that the TLOF
    perimeter should also be defined with markers and/or lines since
    this provides a greater safety margin than marking only one
    perimeter. However, this greater safety margin may also be achieved
    by increasing the size of the Safety Area. Paragraph 403a and
    Table 4-1 recommend that the size of the Safety Area should be
    increased if the TLOF perimeter is not marked. \[Exception: It is
    recognized that the FATO perimeter will not be marked a portion of
    the FATO is NOT a load-bearing surface. In such cases, the TLOF
    perimeter should be marked.\]

    1.  TLOFs. The perimeter of a paved or hard- surfaced TLOF should be
        defined with a continuous, 12-inch wide (30 cm) white line (see
        Figures 4-8 and 4-9). The perimeter of an unpaved TLOF should be
        defined with a series of 6-inch (15 cm) wide, flush, in-ground
        markers, each approximately 5 feet (1.5 m) in length with
        end-to-end spacing of not more than 6 inches (15 cm). While a
        paved TLOF is not required, it is suggested in order to provide
        an all-weather wearing surface for helicopters and a firm
        working surface for hospital personnel and the wheeled equipment
        used in moving patients.

    2.  Unpaved FATOs. The perimeter of an unpaved FATO should be
        defined with 12-inch-wide (30 cm) flush, in-ground markers. The
        corners of the FATO should be defined and the perimeter markers
        should be 12 inches (30 cm) in width, approximately 5 feet
        (1.5 m) in length, and with end-to-end spacing of approximately
        5 feet (1.5 m). (See Figure 4-8).

    3.  Paved FATOs. The perimeter of a paved FATO should be defined
        with a 12-inch wide (30 cm) dashed white line. The corners of
        the FATO should be defined, and the perimeter marking segments
        should be 12 inches (30 cm) in width, approximately 5 feet
        (1.5 m) in length, and with end-to-end spacing of approximately
        5 feet (1.5 m). (See Figure 4-9.)

b.  **Hospital Heliport Identification Marking.** The identification
    marking is intended to identify the location as a hospital heliport,
    mark the TLOF, and provide visual cues to the pilot.

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(1) Standard Marking. A red H in a white cross, with a white border if
    required, should mark the TLOF. The H should be oriented on the axis
    of the preferred approach/ departure path. A bar may be placed under
    the H when it is necessary to distinguish the preferred approach/
    departure direction. Arrows and/or landing direction lights (see
    paragraph 410d) may also be used to indicate one or more preferred
    approach/ departure directions. Figure 4-10a illustrates the
    requirements of the standard hospital marking. The cross may, as an
    option, have a 12 inch (30 cm) red border and the background TLOF
    area outside the white cross can be red.

(2) Alternative Marking. As an alternative to the standard marking, a
    red H with a white 6 inch (15 cm) wide border within a red cross
    with a 12 inch (30 cm) wide white border and a surrounding red TLOF
    may be used. Where it is impractical for the whole TLOF to be
    painted red, the minimum dimension (length, width, or diameter) of
    the outer red area should be 1.0 RD of the design helicopter but not
    less than 40 feet (12.2 m). Figure 4-10b illustrates this
    alternative marking.

**NOTE:** *In winter weather at a heliport with a dark TLOF surface, the
marking in Figure 4-10b will absorb more heat from the sun and more
readily melt residual ice and snow. In contrast, the white area in upper
figure in Figure 4-10a is more likely to be icy during winter weather.
Consequently, in areas that experience ice and snow, the markings of in
Figure 4-10b should be used for unheated TLOFs.*

c.  **Taxi Route and Taxiway Markings.** If a hospital heliport has a
    taxiway or taxi route, the recommendations of paragraph 207 should
    be followed.

d.  **Apron Markings.** If a hospital heliport has an apron area, the
    recommendations of paragraph 209d should be followed.

e.  **Parking Position Markings.** If a hospital heliport has a parking
    position the recommendations of paragraph 208 should be followed.

f.  **Closed Heliport.** All markings of a permanently closed heliport,
    FATO, or TLOF should be obliterated. If it is impractical to
    obliterate markings, a yellow X should be placed over the H, as
    illustrated in Figure 4-11. The yellow X should be large enough to
    ensure early pilot recognition that the heliport is closed. The
    windsock(s) and other visual indications of an active heliport
    should also be removed.

g.  **TLOF Size Limitations.** The TLOF should be marked to indicate the
    rotor diameter of the largest helicopter for which the TLOF is
    designed. (The rotor diameter should be given in feet. Metric
    equivalents should NOT be used for this purpose.) This marking
    should be centered in the lower section of a TLOF size/weight
    limitation 'box'. The numbers should be should be 3 ft (0.9 m) high
    (see Appendix Figure A3-1). The numbers should be black with a white
    background. When viewed from the preferred approach direction, this
    TLOF size/weight limitation 'box' should be located in the TLOF in
    the lower right-hand corner, or the on right-hand of a circular
    TLOF. (see Figure 4-12)

h.  **Elevated TLOF Weight Limitations**. If a TLOF has limited
    weight-carrying capability, it should be marked, in units in
    thousands of pounds. (A number 12 indicates a weight-carrying
    capability of up to 12,000 pounds. Metric equivalents should NOT be
    used for this purpose.) This marking should be located in the center
    of the upper section of a TLOF size/weight limitation 'box' of
    dimensions indicated in Figure 4-12. The numbers should be 3 ft
    (0.9 m) high (see Appendix Figure A3-1). The numbers should be black
    with a white background. If the TLOF does not have a weight limit a
    diagonal line, extending from the lower left hand corner to the
    upper right hand corner, should be added to the upper section of the
    TLOF size/weight limitation 'box'. When viewed from the preferred
    approach direction, this marking should be located on the TLOF in
    the lower right-hand corner, as illustrated in Figure 4-12 or the
    lower right-hand quadrant of a circular TLOF.

i.  **Equipment/Object Marking.** Heliport maintenance and servicing
    equipment, as well as other objects used in the airside operational
    areas, should be made conspicuous with paint, reflective paint,
    reflective tape, or other reflective markings. Particular attention
    should be given to marking objects that are hard to see in marginal
    visibility, such as at night, in heavy rain, or in fog.

j.  **Marking Obstructions Outside the Approach/ Departure Airspace.**
    See paragraph 411.

k.  **Marking Proportions.** See Appendix 3 for guidance on the
    proportions of painted numbers.

[]{#__RefHeading___Toc83615773 .anchor}**410. HELIPORT LIGHTING**. For
night operations, the TLOF, the FATO, taxiways and taxi routes, and the
windsock need to be lighted as described within this paragraph. AC
150/5340-28, *Low Visibility Taxiway Lighting System*; AC 150/5340-24,
*Runway and Taxiway Edge Lighting System*; and AC 150/5345-46,
*Specification for Runway and Taxiway Light Fixtures*; contain technical
guidance on lighting equipment and installation details. Heliport
lighting ACs are available at [http://faa.gov/arp]{.underline}

a.  **Ground-level TLOF--Perimeter Lights.** Flush green lights should
    define the TLOF perimeter. A minimum of three flush light fixtures
    is recommended per side of a square or rectangular TLOF. A light
    should be located at each corner with additional lights uniformly
    spaced between the corner lights with a maximum interval of 25 feet
    (8 m) between lights. An even number of lights (at least eight
    should be used) uniformly spaced, with a maximum interval of 25 feet
    (8 m) between lights may be used to define a circular TLOF. Flush
    lights should be located within 1 foot (30 cm) inside or outside of
    the TLOF perimeter. Figure 4-13 illustrates these lights.

If only the TLOF is load bearing flush lights are recommended, but
raised green omni-directional lights may be used. Raised lights should
be located outside and within 10 foot (3m) of the edge of the TLOF and
should not penetrate a horizontal plane at the TLOF elevation by more
than 2 inches (5 cm).

b.  **Elevated TLOF-Perimeter Lights.** The TLOF perimeter should be lit
    with green lights. If flush lights are used, they should be located
    within 1 foot of the TLOF perimeter. If raised omni-directional
    lights are used, they should be located on the outside edge of the
    TLOF or outer edge of the safety net, as shown in Figure 4-4. The
    raised lights should not penetrate a horizontal plane at the TLOF
    elevation by more than 2 inches (5 cm). In areas where it snows in
    the winter, the outside edge is the preferred location. (Lights on
    the inside edge of the safety net are prone to breakage during snow
    removal.) Lighting on the outside edge also provides better visual
    cues to pilots at a distance from the heliport since they outline a
    larger area.

c.  **Load Bearing FATO-Perimeter Lights.** Green lights should define
    the perimeter of a load-bearing FATO. A minimum of three flush or
    raised light fixtures is recommended per side of a square or
    rectangular FATO. A light should be located at each corner with
    additional lights uniformly spaced between the corner lights, with a
    maximum interval of 25 feet (7.6 m) between lights. An even number
    of lights (at least eight should be used) uniformly spaced with a
    maximum interval of 25 feet (7.6 m) between lights may be used to
    define a circular FATO.

**NOTE:** *In the case of an elevated FATO with a safety net, the
perimeter lights should be mounted in a similar manner as discussed in
Paragraph4-10b.*

1.  At a distance during nighttime operations, a square or rectangular
    pattern of FATO perimeter lights provides the pilot with better
    visual cues than a circular pattern. Thus, a square or rectangular
    pattern of FATO perimeter lights is preferable even if the TLOF is
    circular.

2.  If flush lights are used, they should be located within 1 foot
    (30 cm) inside or outside of the FATO perimeter. See Figure 4-13.

3.  If raised light fixtures are used, they should be no more than
    8 inches (20 cm) high and should be located 10 feet (3.05 m) out
    from the FATO perimeter. (See Figure 4-14.)

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d.  **Landing Direction Lights.** Landing direction lights are an
    optional feature to be installed when it is necessary to provide
    directional guidance. Landing direction lights are a configuration
    of five yellow, omni-directional L-861 lights on the centerline of
    the preferred approach/ departure path. These lights are spaced at
    15ft (4.6 m) intervals beginning at a point not less than 20 feet
    (6 m) and not more than 60 feet 8 m) from the TLOF perimeter and
    extending outward in the direction of the preferred approach/
    departure path, as illustrated in Figure 4-15.

e.  **Taxi Route and Taxiway Lighting.** See paragraph 407.

f.  **Heliport Identification Beacon.** A heliport identification beacon
    is optional equipment. It should be installed when it is needed to
    aid the pilot in visually locating the heliport. When installed, the
    beacon, flashing white/green/yellow at the rate of 30 to 45 flashes
    per minute, should be located on or close to the heliport. Guidance
    on heliport beacons is found in AC 150/5345-12, *Specification for
    Airport and Heliport Beacon*. There may be merit in making operation
    of the beacon controllable from the approaching helicopter to ensure
    it is "on" only when required.

g.  **Floodlights.** Floodlights may be used to illuminate the TLOF, the
    FATO, and/or the parking area. To eliminate the need for tall poles,
    these floodlights may be mounted on adjacent buildings. Care should
    be taken, however, to place floodlights clear of the TLOF, the FATO,
    the Safety Area, and the approach/ departure surfaces and any
    required transitional surfaces. Care should be taken to ensure that
    floodlights and their associated hardware do not constitute an
    obstruction hazard. Floodlights should be aimed down and provide a
    minimum of 3-foot candles (32 lux) of illumination on the apron
    surface. Floodlights that might interfere with pilot vision during
    takeoff and landings should be capable of being turned off.

h.  **Lighting of Obstructions.** See paragraph 411.

[]{#__RefHeading___Toc83615774 .anchor}**411. MARKING AND LIGHTING OF
OBSTRUCTIONS**. Marking and lighting of obstructions within the
approach/ departure airspace is discussed in paragraph 108b. This
paragraph discusses marking and lighting of obstructions in close
proximity but outside and below the approach/ departure surface.

a.  **Background.** Unmarked wires, antennas, poles, cell towers, and
    similar objects are often difficult to see, even in the best
    daylight weather, in time for a pilot to successfully take evasive
    action. While pilots can avoid such objects during en route
    operations by flying well above them, approach and departure require
    operation near the ground where obstacles may be in close proximity.

b.  **Airspace.** If difficult-to-see objects penetrate the object
    identification surfaces illustrated in Figure 4-16, these objects
    should be marked to make them more conspicuous. If operations are
    conducted at a heliport between dusk and dawn, these
    difficult-to-see objects should be lighted. Guidance on marking and
    lighting objects is contained in AC 70/7460-1, *Obstruction Marking
    and Lighting*. The object identification surfaces in Figure 4-16 can
    also be described as follows:

    1.  In all directions from the Safety Area, except under the
        approach/ departure paths, the object identification surface
        starts at the Safety Area perimeter and extends out horizontally
        for a distance of 100 feet (30.5 m).

    2.  Under the approach/ departure surface, the object identification
        surface starts from the outside edge of the FATO and extends
        horizontally out for a distance of 800 feet (244 m). From this
        point, the object identification surface extends out for an
        additional distance of 3,200 feet (975 m) while rising on a
        8:1 slope (8 units horizontal in 1 unit vertical). From the
        point 800 feet (244 m) from the FATO perimeter, the object
        identification surface is 100 feet (30.5 m) beneath the
        approach/ departure surface.

    3.  The width of the safety surface increases as a function of
        distance from the Safety Area. From the Safety Area perimeter,
        the object identification surface extends laterally to a point
        100 feet (30.5 m) outside the Safety Area perimeter. At the
        upper end of the surface, the object identification surface
        extends laterally 200 feet (61 m) on either side of the
        approach/ departure path.

c.  **Shielding of Objects.** If there are a number of obstacles in
    close proximity, it may not be necessary to mark all of them if they
    are shielded. To meet the shielding guidelines a object would be
    shielded by existing structures of a permanent and substantial
    character or by natural terrain or topographic features of equal or
    greater height, and would be located in the congested area of a
    city, town, or settlement where it is evident beyond all reasonable
    doubt that the structure so shielded will not adversely affect
    safety in air navigation. Additional guidance on this topic may be
    found in 14 CFR Part 77.15(a), Construction or alterations not
    requiring notice.

[]{#__RefHeading___Toc83615775 .anchor}**412. SAFETY ENHANCEMENTS**.
Some safety enhancements to be considered in the design of a heliport
are discussed below. Other areas such as the effects of rotor downwash
may need to be addressed based on site conditions and the design
helicopter.

a.  **Access Limitations.** The operational areas of a hospital heliport
    should be kept clear of people, animals, and vehicles. The method
    used to control access depends upon the helicopter location and
    types of potential intruders.

    1.  Safety Barrier. At ground-level hospital heliports, one method
        is to erect a safety barrier around the helicopter operational
        areas. This barrier may take the form of a fence, wall, or
        hedge. It should be no closer to the operating areas than the
        outer perimeter of the Safety Area. Barriers should not
        penetrate any approach/ departure (primary or transitional)
        surface. Thus, in the vicinity of the approach/ departure paths,
        the barrier may need to be well outside the outer perimeter of
        the Safety Area.

    2.  Any barrier should be high enough to present a positive
        deterrent to persons inadvertently entering an operational area
        and yet low enough to be non-hazardous to helicopter operations.

    3.  Guards and barriers. Hospital heliport operators may choose to
        secure their operational areas via the use of security guards
        and a mixture of fixed and movable barriers. Training of
        personnel should be considered as a part of any security
        program.

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(4) Access. At some locations, it may be appropriate to restrict access
    to airside areas through controlled entryways. Entryways should
    display a cautionary sign similar to that illustrated in
    Figure 4‑17. Training of personnel should be considered as a part of
    any security program.

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b.  **Rescue and Fire Fighting Services.** Heliports should meet the
    criteria of NFPA 418, Standards for Heliports, and NFPA 403,
    Aircraft Rescue Services and applicable state/local codes. A fire
    hose cabinet or extinguisher should be provided at each access
    gate/door and each fueling location. At elevated TLOFs, fire hose
    cabinets, fire extinguishers, and other fire fighting equipment
    should be located adjacent to, but below the level of, the TLOF.
    NFPA standards are available at National Fire Protection Association
    web site [http://www.nfpa.org](http://www.nfpa.org/)[.]{.underline}

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c.  **Turbulence.** Air flowing around and over buildings, stands of
    trees, terrain irregularities, etc. can create turbulence that may
    affect helicopter operations. (Reference 41 in Appendix 4.)

    1.  Ground-level Heliports. Helicopter operations from sites
        immediately adjacent to buildings and other large objects are
        subjected to air turbulence effects caused by such features.
        Therefore, it may be necessary locate the TLOF away from such
        objects in order to minimize air turbulence in the vicinity of
        the FATO and the approach/ departure paths.

    2.  Elevated Heliports. 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 edge. While
        elevating the platform helps reduce or eliminate the air
        turbulence effects, a safety net may be required (see
        paragraph401e (4)).

d.  **Communications.** A UNICOM radio may be used to provide arriving
    helicopters with heliport and traffic advisory information but may
    not be used to control air traffic. The Federal Communications
    Commission (FCC) should be contacted for information on UNICOM
    licensing.

e.  **Weather Information.** An AWOS measures and automatically
    broadcasts current weather conditions at the heliport site. When an
    AWOS is installed, it should be located at least 100 feet (30.5 m)
    and not more than 700 feet (213 m) from the TLOF perimeter. Locate
    the AWOS so that its instruments will NOT be affected by rotor wash
    from helicopter operations. Guidance on AWOS systems is found in AC
    150/5220-16, *Automated Weather Observing Systems (AWOS) for
    Non-Federal Applications.*

f.  **Winter Operations.** Swirling snow raised by a helicopter's rotor
    wash can cause the pilot to lose sight of the intended landing
    point. Swirling snow on takeoff can hide objects that need to be
    avoided. At least the TLOF, the FATO, and as much of the Safety Area
    as practical should be kept free of snow. Heliport design should
    take into account the methods and equipment to be used for snow
    removal. The heliport design should allow the snow to be removed
    sufficiently so the snow will not present an obstruction hazard to
    either the tail rotor or the main rotor. Guidance on winter
    operations is found in AC150/5200-30, *Airport Winter Safety and
    Operations*. (Exception: In cases where the FATO is much larger than
    the minimum requirement, it may not be necessary to clear all of
    this additional area.)

[]{#__RefHeading___Toc83615776 .anchor}**413. ZONING AND COMPATIBLE LAND
USE**. Where state and local statutes permit, the hospital heliport
sponsor is encouraged to promote the adoption of the following zoning
measures to ensure that the heliport will continue to be available and
to protect the investment in the facility.

a.  **Zoning to Limit Building/Object Heights.** General guidance on
    drafting an ordinance that would limit building and object heights
    is contained in AC 150/5190-4, *A Model Zoning Ordinance to Limit
    Height of Objects Around Airports*. The ordinance should substitute
    the heliport surfaces on the model ordinance.

b.  **Zoning for Compatible Land Use.** A zoning ordinance may be
    enacted, or an existing ordinance modified, to control the use of
    property within the heliport approach/ departure path environment.
    The ordinance should restrict activities to those that area
    compatible with helicopter operations.

c.  **Air Rights and Property Easements** are options that may be used
    to prevent the encroachment of obstacles in the vicinity of a
    heliport.

[]{#__RefHeading___Toc79480035 .anchor}Table 4-1. Minimum VFR Safety
Area Width as a Function Hospital Heliport Markings

+----------------+-------------+-------------+-----------+-----------+
| TLOF perimeter | Yes         | Yes         | No        | No        |
| marked:        |             |             |           |           |
|                | Yes         | Yes         | Yes       | Yes       |
| FATO perimeter |             |             |           |           |
| marked:        | Yes         | No          | Yes       | No        |
|                |             |             |           |           |
| Standard       |             |             |           |           |
| Hospital       |             |             |           |           |
| marking        |             |             |           |           |
| symbol:        |             |             |           |           |
+----------------+-------------+-------------+-----------+-----------+
| Hospital       | 1/3 RD but  | 1/3 RD but  | ½ OL but  | ½ OL but  |
| heliports:     |             |             |           |           |
|                | not less    | not less    | not less  | not less  |
|                | than        | than        | than      | than      |
|                |             |             |           |           |
|                | 10 ft (3    | 20 ft (6    | 20 ft (6  | 30 ft (9  |
|                | m)\*\*      | m)\*\*      | m)        | m)        |
+----------------+-------------+-------------+-----------+-----------+

OL: overall length of the design helicopter

RD: rotor diameter of the design helicopter

> \*\* Also applies when the FATO is NOT marked. The FATO should
> [not]{.underline} be marked if (a) the FATO (or part of the FATO) is a
> non-load bearing surface and (b) the TLOF is elevated above the level
> of a surrounding load bearing area.

![](media/image61.wmf){width="6.496527777777778in"
height="7.830555555555556in"}

NOTE: Rotor diameter and weight limitation markings are not shown for
simplicity.

[]{#__RefHeading___Toc83615875 .anchor}Figure 4-1. Essential Elements of
a Ground-level Hospital Heliport:\
HOSPITAL

![](media/image62.wmf){width="6.473611111111111in"
height="5.143055555555556in"}

> A -- Minimum TLOF Width: 1.0 RD but not less than 40 ft. (12 m)
>
> B -- Minimum TLOF Length: 1.0 RD but not less than 40 ft. (12 m)
>
> C -- Minimum FATO Width: 1.5 OL
>
> D -- Minimum FATO Length: 1.5 OL
>
> E -- Minimum separation between the perimeters of the TLOF and the
> FATO \[0.5(1.5 OL -- 1.0 RD)\]
>
> F -- Minimum Safety Area Width: See Table 4-1
>
> RD: Rotor diameter of the design helicopter
>
> OL: Overall length of the design helicopter

[]{#__RefHeading___Toc83615876 .anchor}Figure 4-2. TLOF/FATO/Safety Area
Relationships and Minimum Dimensions:\
HOSPITAL

![](media/image63.wmf){width="6.808333333333334in" height="4.025in"}

A. Minimum TLOF width: 1.0 RD but not less than 40 ft (12 m)

B. Minimum landing position length: 1.0 RD but not less than 40 ft (12
m)

C. Minimum FATO width: 1.5 OL

E. Minimum separation between the perimeters of the TLOF and the FATO
\[0.5(1.5 OL -- 1.0 RD)\]

F. Minimum Safety Area width: See Table 4-1

RD: Rotor diameter of the design helicopter

OL: Overall length of the design helicopter

**NOTE:** Rotor diameter and weight limitation markings are not shown
for simplicity.

[]{#__RefHeading___Toc83615877 .anchor}Figure 4-3. An Elongated
FATO/TLOF with Two Takeoff Positions:\
HOSPITAL

![](media/image64.wmf){width="6.5777777777777775in"
height="7.209722222222222in"}

NOTE:

Rotor diameter and weight limitation markings are not shown for
simplicity.

[]{#__RefHeading___Toc83615878 .anchor}Figure 4-4. Elevated TLOF, Safety
Net and Lighting:\
HOSPITAL

![](media/image65.wmf){width="6.5777777777777775in"
height="7.790972222222222in"}

NOTE:

Rotor diameter and weight limitation markings are not shown for
simplicity.

[]{#__RefHeading___Toc83615879 .anchor}Figure 4-5. A Rooftop Hospital
Heliport:\
HOSPITAL

![](media/image66.wmf){width="6.473611111111111in" height="5.775in"}

NOTE: Rotor diameter and weight limitation markings are not shown for
simplicity.

[]{#__RefHeading___Toc83615880 .anchor}Figure 4-6. VFR Heliport
Approach/ Departure and Transitional Surfaces:\
HOSPITAL

![](media/image67.wmf){width="6.473611111111111in" height="4.49375in"}

[]{#__RefHeading___Toc83615881 .anchor}Figure 4-7. VFR Heliport Lateral
Extension of the 1:8 Approach/ Departure Surface:\
HOSPITAL

![](media/image68.wmf){width="6.496527777777778in"
height="7.229861111111111in"}

**NOTES:**

1.  The H should be oriented on the axis of the preferred approach/
    departure path.

2.  The perimeter of a paved or hard- surfaced TLOF should be defined
    with a continuous, 12-inch wide (30 cm) white line.

3.  The perimeter of an unpaved FATO should be defined with flush,
    in-ground markers. (See detail A) The corners of the FATO should be
    defined.

4.  See Figure 4-12 for markings for weight and rotor diameter
    limitations.

[]{#__RefHeading___Toc83615882 .anchor}Figure 4-8. Paved TLOF/Unpaved
FATO -- Markings:\
HOSPITAL

![](media/image69.wmf){width="6.3625in" height="7.154166666666667in"}

> **NOTES:**

1.  The **H** should be oriented on the axis of the preferred approach/
    departure path.

2.  The perimeter of a paved or hard-surfaced TLOF should be defined
    with a continuous, 12-inch wide (30 cm) white line.

3.  The perimeter of a paved FATO should be defined with a 12-inch wide
    (30 cm) dashed white line approximately 5 feet (1.5 m) in length,
    and with end-to-end spacing of approximately 5 feet (1.5 m). The
    corners of the FATO should be defined. (See detail B)

4.  See Figure 4-10 for dimensions for the **H** and hospital cross
    markings.

[]{#__RefHeading___Toc83615883 .anchor}Figure 4-9. Paved TLOF/Paved FATO
-- Markings:\
HOSPITAL

![](media/image70.wmf){width="6.149305555555555in"
height="5.024305555555555in"}

> NOTES:

1.  The standard hospital identification is a red **H** surrounded by a
    white cross.

2.  An option may be a red **H** within a white cross surrounded by a 12
    inch (30 cm) wide red border. (not illustrated)

3.  The area outside of the cross may be colored red.

4.  The surrounding box is a continuous 6 inch (15 cm) wide white TLOF
    perimeter marking.

[]{#__RefHeading___Toc83615884 .anchor}Figure 4-10a. Standard Hospital
Heliport Identification Symbols:\
HOSPITAL

![](media/image71.wmf){width="5.657638888888889in"
height="7.339583333333334in"}

**NOTES:**

1.  An alternative hospital heliport marking may be a red H with a white
    6 inch (15 cm) wide border within a red cross with a 12 inch (30 cm)
    wide white border and a surrounding red TLOF.

2.  The surrounding box is a continuous 6 inch (15 cm) wide white TLOF
    perimeter marking.

**Figure 4-10b: Alternative Hospital Heliport Identification Symbols:**

**HOSPITAL**

![](media/image72.wmf){width="6.6722222222222225in"
height="5.498611111111111in"}

[]{#__RefHeading___Toc83615885 .anchor}Figure 4-11. Marking a Closed
Heliport:\
HOSPITAL

![](media/image73.wmf){width="6.809027777777778in"
height="7.309027777777778in"}

NOTES:

1.  See Appendix 3 for the form and proportion of the numbers used on
    the size and weight limitations.

2.  **[12]{.underline}** Indicates the TLOF has limited weight-carrying
    capability shown in thousands of pounds.

3.  **44** indicates the rotor diameter of the largest helicopter for
    which the TLOF is designed.

[]{#__RefHeading___Toc83615886 .anchor}Figure 4-12. TLOF Size and Weight
Limitations:\
HOSPITAL

![](media/image74.wmf){width="6.504861111111111in"
height="5.379861111111111in"}**NOTES:**

1.  Flush FATO and TLOF lights may be installed inside or outside
    [±]{.underline} 1-foot of the FATO and TLOF respective perimeters.

2.  Rotor diameter and weight limitation markings are not shown for
    simplicity.

[]{#__RefHeading___Toc83615887 .anchor}Figure 4-13. Flush FATO and TLOF
Perimeter Lighting:\
HOSPITAL

![](media/image75.wmf){width="6.6930555555555555in"
height="3.714583333333333in"} **NOTES:**

1.  Flush TLOF lights may be installed inside or outside [±]{.underline}
    1-foot of the TLOF perimeter.

2.  Raised FATO lights may be installed 10 ft (18.3 m) outside the
    perimeter of the FATO.

3.  Rotor diameter and weight limitation markings are not shown for
    simplicity.

[]{#__RefHeading___Toc83615888 .anchor}Figure 4-14. Flush TLOF and
Raised FATO Perimeter Lighting:\
HOSPITAL

![](media/image76.wmf){width="5.333333333333333in"
height="7.977083333333334in"}

NOTE: yellow omni-directional lights

[]{#__RefHeading___Toc83615889 .anchor}Figure 4-15. Landing Direction
Lights:\
HOSPITAL

![](media/image77.wmf){width="6.504861111111111in"
height="5.8597222222222225in"}

[]{#__RefHeading___Toc83615890 .anchor}Figure 4-16. Airspace Where
Marking and Lighting Are Recommended:\
HOSPITAL

![](media/image78.wmf){width="6.263888888888889in"
height="7.9944444444444445in"}

[]{#__RefHeading___Toc83615891 .anchor}Figure 4-17. Caution Sign:\
HOSPITAL

# HELICOPTER FACILITIES ON AIRPORTS {#helicopter-facilities-on-airports .Style-Heading-1-+-Not-Bold}

[]{#__RefHeading___Toc83615778 .anchor}**500. GENERAL**. Helicopters are
able to operate on most airports without unduly interfering with
airplane traffic. Separate facilities and approach/ departure procedures
may be necessary when the volume of airplane and/or helicopter traffic
impacts operations. At airports with interconnecting passenger traffic,
the terminal apron should provide gates for helicopter boarding. Persons
who use a helicopter to go to an airport generally require convenient
access to the airport terminal and the services provided to airplane
passengers. The airport layout plan (ALP) should be amended or revised
to identify the location of the exclusive-use helicopter facilities,
TLOFs, FATOs, Safety Areas, approach/ departure paths, and helicopter
taxi routes and taxiways. This chapter addresses design considerations
for providing separate helicopter facilities on airports. Figure 5-1
shows an example of a heliport located on an airport. Other potential
heliport locations are on the roofs of passenger terminals or parking
garages serving passenger terminals.

[]{#__RefHeading___Toc83615779 .anchor}**501. TOUCHDOWN AND LIFT-OFF
AREA (TLOF)**. The TLOF should be located and designed to provide ready
access to the airport terminal or to the helicopter user's origin or
destination. TLOF dimensions and clearances described in Chapter 2
should be applied to facilities being developed for GA helicopter usage
on an airport. TLOF dimensions and clearances given in Chapter 3 should
be applied to facilities being developed for transport helicopter usage
on an airport.

### 502. FINAL APPROACH AND TAKEOFF AREA (FATO).

a.  **FATO dimensions.** FATO dimensions and clearances described in
    Chapter 2 should be applied to facilities being developed for GA
    helicopter usage on an airport. FATO dimensions and clearances given
    in Chapter 3 should be applied to facilities being developed for
    transport helicopter usage on an airport.

b.  **Spacing Criteria.** The recommended distance between the
    centerline of an approach to a runway and the centerline of an
    approach to a FATO for simultaneous, same direction, VFR operations
    is provided in Table 5-1.

[]{#__RefHeading___Toc83615781 .anchor}**503. SAFETY AREA**. Safety Area
dimensions and clearances described in Chapter 2 should be applied to
facilities being developed on an airport for GA helicopter usage. Safety
Area dimensions and clearances given in Chapter 3 should be applied to
facilities being developed on an airport for transport helicopter usage.

[]{#__RefHeading___Toc83615782 .anchor}**504. VFR APPROACH/ DEPARTURE
PATHS**. For GA helicopter operations, each FATO/TLOF should have at
least two approach/ departure paths meeting the criteria in Chapter 2.
For transport helicopter operations, each FATO/TLOF should have at least
two approach/ departure paths meeting the criteria in Chapter 3. To the
extent practical, helicopter approach/ departure paths should be
independent of approaches to and departures from active runways.

[]{#__RefHeading___Toc83615783 .anchor}**505. PROTECTION ZONE**. The
protection zone is the area under the approach/ departure path starting
at the FATO perimeter and extending out for a distance of 280 feet
(85.3 m) for GA facilities and 400 feet (122 m) for Transport
facilities, as illustrated in Figures 2-8 and 3-7. In the event of an
engine failure, the protection zone provides an emergency landing site
that would minimize the risk of injury or damage to property on the
ground. The heliport proponent should own or control the property
containing the protection zone. This control should include the ability
to clear incompatible objects and to preclude the congregation of
people.

[]{#__RefHeading___Toc83615784 .anchor}**506. WINDSOCK**. The
recommendations in Chapter 2 should be applied to facilities being
developed on an airport for GA helicopter usage. The recommendations in
Chapter 3 should be applied to facilities being developed on an airport
for Transport helicopter usage.

[]{#__RefHeading___Toc83615785 .anchor}**507. TAXIWAYS AND TAXI
ROUTE**S. Facilities being developed for GA helicopter usage on an
airport should meet or exceed the taxiway and taxi route dimensions and
clearances in Chapter 2. Facilities being developed for Transport
helicopter usage on an airport should meet or exceed the taxiway and
taxi route dimensions and clearances in Chapter 3.

a.  **Ground Taxiing and Hover Taxiing.** When exclusive helicopter
    taxiways or taxi routes are developed at an airport, they should be
    located to minimize interaction with airplane operations.

b.  **Air Taxiing.** Air taxiing at elevations approximately 100 feet
    (30.5 m) above the surface is often preferred when helicopters must
    traverse long distances across an airport.

[]{#__RefHeading___Toc83615786 .anchor}**508. HELICOPTER PARKING**.
Helicopter parking positions should be located as close to the intended
destination or origination of the passengers as conditions and safety
permit. Parking area dimensions and clearances given in Chapter 2 should
be applied to facilities being developed for GA helicopter usage on an
airport. Parking area dimensions and clearances described in Chapter 3
should be applied to facilities being developed for Transport helicopter
usage on an airport. Parking positions should be located to minimize the
risk of damage from helicopter rotor wash.

[]{#__RefHeading___Toc83615787 .anchor}**509. HELIPORT MARKERS AND
MARKINGS**. The recommendations in Chapter 2 should be applied to
facilities being developed on an airport for GA helicopter usage. The
recommendations in Chapter 3 should be applied to facilities being
developed on an airport for Transport helicopter usage.

[]{#__RefHeading___Toc83615788 .anchor}**510. HELIPORT LIGHTING**. The
recommendations in Chapter 2 should be applied to facilities being
developed on an airport for GA helicopter usage. The recommendations in
Chapter 3 should be applied to facilities being developed on an airport
for Transport helicopter usage.

[]{#__RefHeading___Toc83615789 .anchor}**511. MARKING AND LIGHTING OF
OBSTRUCTIONS**. The recommendations in Chapter 2 should be applied to
facilities being developed on an airport for GA helicopter usage. The
recommendations in Chapter 3 should be applied to facilities being
developed on an airport for Transport helicopter usage

### 512. SAFETY ENHANCEMENTS.

a.  **Security.** The operational areas of a heliport need to be kept
    clear of people, animals, and vehicles. Ground-level general
    aviation heliports may require fenced operational areas to prevent
    the inadvertent or unauthorized entry of persons, animals, or
    vehicles. Fences should be as low as possible and located as far as
    possible from the FATO. Fences should not penetrate any approach/
    departure (primary or transitional) surface. Access to airside areas
    should be through controlled and locked gates or doors that display
    a cautionary sign similar to that illustrated in Figure 2‑27.

b.  **Rescue and Fire Fighting Services.** Heliports should meet the
    criteria of NFPA Pamphlet 418, Standards for Heliports, and NFPA
    Pamphlet 403, Aircraft Rescue Services. A firehose cabinet or
    extinguisher should be provided at each access gate and each fueling
    location. Firehose cabinets, fire extinguishers, and other fire
    fighting equipment at elevated TLOFs should be located adjacent to,
    but below the level of, the TLOF. NFPA standards are available at
    National Fire Protection Association web site
    [http://www.nfpa.org](http://www.nfpa.org/)[.]{.underline}

c.  **Communications.** A UNICOM radio may be used to provide arriving
    helicopters with heliport and traffic advisory information but may
    not be used to control air traffic. The Federal Communications
    Commission (FCC) should be contacted for information on UNICOM
    licensing.

d.  **Weather.** An AWOS measures and automatically broadcasts current
    weather conditions at the heliport site. When an AWOS is installed,
    it should be located at least 100 feet (30.5 m) and not more than
    700 feet (213 m) from the TLOF perimeter. Locate the AWOS so its
    instruments will NOT be affected by rotor wash from helicopter
    operations. Guidance on AWOS systems is found in AC 150/5220-16,
    *Automated Weather Observing Systems (AWOS) for Non-Federal
    Applications*.

e.  **Winter Operations.** Swirling snow raised by a helicopter's rotor
    wash can cause the pilot to lose sight of the intended landing
    point. Swirling snow on takeoff can hide objects that need to be
    avoided. At least the TLOF, the FATO, and as much of the Safety Area
    as practical, should be kept free of snow. Heliport design should
    take into account the methods and equipment to be used for snow
    removal. The heliport design should allow the snow to be removed
    sufficiently so the snow will not present an obstruction hazard to
    either the tail rotor or the main rotor. Guidance on winter
    operations is found in AC 150/5200-30, *Airport Winter Safety and
    Operations*. \[Exception: In cases where the FATO is much larger
    than the minimum requirement, it may not be necessary to clear all
    of this additional area.\]

[]{#__RefHeading___Toc83615791 .anchor}**513. VISUAL GLIDESLOPE
INDICATORS**. The recommendations in Chapter 2 should be applied to
facilities being developed on an airport for GA helicopter usage. The
recommendations in of Chapter 3 should be applied to facilities being
developed on an airport for Transport helicopter usage.

[]{#__RefHeading___Toc83615792 .anchor}**514. PASSENGER SERVICES**. The
heliport terminal requires curbside access for passengers using private
autos, taxicabs, and public transit vehicles. Public waiting areas need
the usual amenities, and a counter for rental car services may be
desirable. Passenger auto parking areas should accommodate current
requirements and have the capability of being expanded to meet future
requirements. Readily available public transportation may reduce the
requirement for employee and service personnel auto parking spaces. The
heliport terminal building or sheltered waiting area should be
attractive and functional. AC 150/5360-9, *Planning and Design of
Airport Terminal Facilities at Non-Hub Locations*, contains guidance on
designing terminal facilities. The AC is available at the Airports web
site <http://faa.gov/arp>[.]{.underline}

Unless screening was carried out at the helicopter passengers' departure
location, Transportation Security Administration regulations may require
that a screening area and/or screening be provided before passengers
enter the airport\'s secured areas. Multiple helicopter parking
positions and/or locations may be needed in the terminal area to service
helicopter passenger screening and/or cargo interconnecting needs.
Information about passenger screening is available at Transportation
Security Administration web site
<http://www.tsa.gov/public/>[.]{.underline}

![](media/image79.wmf){width="10.802083333333334in"
height="7.090972222222222in"}

[]{#__RefHeading___Toc83615892 .anchor}Figure 5-1. A Heliport Located on
an Airport:\
ON AIRPORT

[]{#__RefHeading___Toc79480036 .anchor}Table 5-1. Recommended Distance
Between FATO Center to Runway Centerline for VFR Operations

+-----------------+-----------------+-----------------+-----------------+
| Column 1        | Column 2        | Column 3        | Column 4        |
+-----------------+-----------------+-----------------+-----------------+
|                 | Small           | Medium          | Heavy           |
|                 | Helicopter      | Helicopter      | Helicopter      |
|                 |                 |                 |                 |
|                 | 6,000 lbs or    | 6,001 to 12,000 | over 12,000 lbs |
|                 | less            | lbs             |                 |
+-----------------+-----------------+-----------------+-----------------+
| Small Airplane  | 300 feet        | 500 feet        | 700 feet        |
|                 |                 |                 |                 |
| 12,500 lbs or   | (91 m)          | (152 m)         | (213 m)         |
| less            |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| Large Airplane  | 500 feet        | 500 feet        | 700 feet        |
|                 |                 |                 |                 |
| 12,000 lbs to   | (152 m)         | (152 m)         | (213 m)         |
| 300,000 lbs     |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+
| Heavy Airplane  | 700 feet        | 700 feet        | 700 feet        |
|                 |                 |                 |                 |
| Over 300,000    | (213 m)         | (213 m)         | (213 m)         |
| lbs             |                 |                 |                 |
+-----------------+-----------------+-----------------+-----------------+

# NONPRECISION INSTRUMENT OPERATIONS {#nonprecision-instrument-operations .Style-Heading-1-+-Not-Bold}

[]{#__RefHeading___Toc83615794 .anchor}**600. GENERAL**. Non-precision
approach/ departure missed approach procedures permit helicopter
operations to continue during periods of reduced visibility.
Non-precision procedures are established in accordance with FAA Order
8260.3. Volume 5 United States Standard for Terminal Instrument
Procedures (TERPS) and FAA Order 8260.42, *Helicopter Non-precision
Approach Criteria Utilizing the Global Positioning System (GPS)*. The
FAA Orders are available at the AFS 420 web site
[http://av-info.faa.gov/terps/.]{.underline}

The following criteria for the improved lighting system and increased
airspace are recommended.

a.  **Early FAA Contact Urged.** This chapter addresses issues that
    heliport owners should consider before requesting the development of
    non-precision approach/ departure/missed approach procedures. The
    recommendations and standards in this AC are not intended to be
    sufficient to design an instrument procedure. Heliport owners
    desiring instrument procedures are urged to initiate early contact
    with the appropriate FAA Flight Procedures Office.

b.  **Non-precision Approach Airspace.** Those who design non-precision
    approach/ departure/missed approach procedures have some flexibility
    in the design of such procedures. For this and other reasons, the
    clear airspace required to support non-precision operations is
    complex, and it does not lend itself to simple description, even
    using figures. Consequently, the figures in this chapter do NOT
    describe the full range of possibilities in this regard. Refer to
    the latest revision of FAA Order 8260.42 for more detailed
    information.

[]{#__RefHeading___Toc83615795 .anchor}**601. IMPROVED LIGHTING
SYSTEM**. Perimeter lighting enhancement and the Heliport Instrument
Lighting System (HILS), illustrated in Figure 6-1, are recommended.

**NOTE:** *Lower visibility minimums may be possible if a Heliport
Approach Lighting System (HALS) is installed (see Figure* *7-2).*

a.  **FATO Perimeter Lighting Enhancement.** An additional raised, green
    L-861SE light is inserted between each light in the front and rear
    rows of the raised perimeter lights to enhance the definition of the
    FATO.

b.  **HILS Lights.** The HILS consists of 24 uni-directional PAR 56,
    200-watt white lights that extend the FATO perimeter lights. The
    system extends both the right and left edge lights as "edge bars"
    and both the front and rear edge lights as "wing bars," as shown in
    Figure 6-1.

    1.  [Edge Bars]{.underline}. Edge bar lights are spaced at 50‑foot
        (15.2 m) intervals, measured from the front and rear row of the
        FATO perimeter lights.

    2.  [Wing Bars]{.underline}. Wing bar lights are spaced at 15‑foot
        (4.57 m) intervals, measured from the line of FATO perimeter
        (side) lights.

c.  Optional TLOF Lights. An optional feature is a line of seven white
    flush L-850A lights spaced at 5‑foot (1.5 m) intervals installed in
    the TLOF pavement. These lights are aligned on the centerline of the
    approach course to provide close-in directional guidance and improve
    TLOF surface definition. These lights are illustrated in
    Figures 6-1.

[]{#__RefHeading___Toc83615796 .anchor}**602. OBSTACLE EVALUATION
SURFACES**. The following surfaces are evaluated for object
penetrations.

a.  **Final Approach Segment Surfaces**. Figure 6-2 illustrates these
    surfaces.

    1.  FAA Order 8260.42 defines a Waypoint Tolerance Area around the
        Missed Approach Point (MAP). This area extends from a line 0.3
        nmi \[1823 feet\] (556 M) prior to the MAP (known as the
        Earliest Point MAP) to a line 0.3 nmi \[1823 feet\] (556 m) past
        the MAP (known as the Latest Point MAP). Within this area and
        laterally to the primary course boundary, the obstacle
        evaluation surface is 250 feet (76.2 m) beneath the elevation of
        the MAP.

    2.  Primary Area Obstacle Evaluation Surfaces. The obstacle
        evaluation surface extends longitudinally from the Final
        Approach Fix (FAF) to the Earliest Point MAP and laterally to
        the primary boundaries on each side of the final course
        centerline. At the FAF, the obstacle evaluation surface is at an
        elevation 250 feet (76.2 m) below the FAF. At the Earliest Point
        MAP, the obstacle evaluation surface is at an elevation 250 feet
        below (76.2 m) the MAP.

    3.  Secondary Area Obstacle Evaluation Surfaces. The obstacle
        evaluation surface extends longitudinally from the FAF to the
        Latest Point MAP and laterally from the edge of the primary
        boundary to the edge of the secondary boundary. At the primary
        boundary, the secondary obstacle evaluation surface is at the
        same elevation as the primary obstacle evaluation surface.
        Moving laterally, the secondary obstacle evaluation surface
        rises uniformly to an elevation 250 feet (76.2 m) higher than
        its elevation at the primary boundary.

b.  **Visual Segment of the Non-precision Approach.** The approach
    surface is a trapezoidally shaped plane starting at the visual
    segment reference line (VSRL) at the TLOF elevation. It begins at a
    width of 150 feet (46 m) and flares outward to a width of
    approximately 0.8 nmi \[4,861 feet\] (1,482 m). The surface rises
    upward on a slope that is one degree less than the visual segment
    descent angle (VSDA). Figure 6-3 illustrates these surfaces.

c.  **VFR Approach/ Departure Surfaces.** The VFR approach/ departure
    surfaces described in paragraphs 204, 304, 404, and 504 also apply
    at a heliport with a non-precision instrument approach.

d.  **Missed Approach Surfaces.** All instrument procedures require a
    missed approach procedure. The ability to support low-landing
    minima, even when the approach trapezoid is void of penetrations,
    may be controlled by objects in the missed approach segment of the
    procedure. Missed approach surfaces are complex and beyond the scope
    of this AC. Missed approach surfaces need to be discussed with an
    FAA airspace procedures specialist early in the effort to develop an
    instrument procedure.

**NOTE:** *When a heliport does not meet the criteria of this AC, FAA
Order 8260.42A requires that a non-precision approach be published as a
SPECIAL procedure with annotations that special aircrew qualifications
are required to fly the procedure.*

![](media/image80.wmf){width="6.4944444444444445in"
height="8.169444444444444in"}

[]{#__RefHeading___Toc83615893 .anchor}Figure 6-1. Heliport Instrument
Lighting System (HILS):\
NONPRECISION

![](media/image81.wmf){width="6.448611111111111in"
height="6.1194444444444445in"}

[]{#__RefHeading___Toc83615894 .anchor}Figure 6-2. Non-precision
Approach/ Departure Surfaces -- Final Approach Segment:\
NONPRECISION

![](media/image82.wmf){width="5.961111111111111in"
height="8.389583333333333in"}

[]{#__RefHeading___Toc83615895 .anchor}Figure 6-3. Non-precision
Approach/ Departure Surfaces -- Visual Segment:\
NONPRECISION

**Intentionally Left Blank**

# PRECISION APPROACH OPERATIONS {#precision-approach-operations .Style-Heading-1-+-Not-Bold}

[]{#__RefHeading___Toc83615798 .anchor}**700. GENERAL**. Precision
instrument approach/ departure/missed approach procedures are necessary
to provide the operational capability desired by many executive and
corporate users. Such procedures are established in accordance with FAA
Order 8260.3, *Volume 5, United States Standard for Terminal Instrument
Procedures (TERPS)*, and are essential to ensure the all-weather
reliability needed for a helicopter air carrier to be successful in
offering scheduled service. This chapter describes the larger ground
area (FATO) associated with precision instrument operations and
describes the imaginary aerial surfaces that are evaluated for the
impact of object penetrations. The FAA Order is available at the AFS 420
web site [http://av-info.faa.gov/terps/.]{.underline}

a.  **Early FAA Contact Urged.** This chapter addresses issues that
    heliport owners should consider before requesting the development of
    precision approach/ departure/missed approach procedures. The
    recommendation and standards in this AC are not intended to be
    sufficient to design instrument procedures. Heliport owners desiring
    instrument procedures are urged to initiate early contact with the
    appropriate FAA Flight Procedures Office.

b.  **Precision Airspace.** Those who design precision approach/
    departure/missed approach procedures have some flexibility in the
    design of such procedures. For this and other reasons, the clear
    airspace required to support precision operations is complex, and it
    does not lend itself to simple description, even using figures.
    Consequently, the figures in this chapter do NOT describe the full
    range of possibilities in this regard. Refer to FAA Order 8260.3,
    for more detailed information.

[]{#__RefHeading___Toc83615799 .anchor}**701. FINAL APPROACH REFERENCE
AREA (FARA)**. A certificated helicopter precision approach procedure
terminates with the helicopter coming to a hover or touching down within
a 150-foot-wide (45 m) by at least 150-foot long (45 m) FARA. The FARA
is located at the far end of a 300-foot-wide by 1,225-foot- long (91 m
by 373 m) FATO required for a precision instrument procedure. Figure 7-1
illustrates the FARA/FATO relationship.

[]{#__RefHeading___Toc83615800 .anchor}**702. LIGHTING REQUIREMENTS**.
The following lighting systems are necessary for a helicopter precision
instrument approach procedure with the lowest minimums.

a.  **The HALS installation**, depicted in Figure 7-2, is a distinctive
    approach lighting configuration designed to prevent it from being
    mistaken for an airport runway approach lighting system.

b.  **Enhanced Perimeter Lighting System**. The enhanced perimeter
    lighting system, as described in Chapter 6, strengthens the
    conspicuity of the front and back lines of perimeter lights.

c.  **Heliport Instrument Lighting System (HILS).** The HILS system,
    described in Chapter 6, uses PAR-56 lights to extend the lines of
    perimeter lights fore and aft and right and left.

[]{#__RefHeading___Toc83615801 .anchor}**703. OBSTACLE EVALUATION
SURFACES**. The operational minimums, determined by the FAA in
establishing a helicopter precision approach procedure, depend upon the
extent that objects or structures penetrate the surfaces described below
and depicted in Figure 7-3. The FAA needs to know the location and
elevations of objects that penetrate the described surfaces to advise
the heliport owner as to the lowest practical approach angle and
prospective operational minimums.

a.  **Approach Surface.** A precision approach surface is a
    trapezoidally shaped plane beginning at the near perimeter of the
    instrument FATO. The trapezoid extending outward for 25,000 feet
    (7,620 m) in the direction of the approach has an initial width of
    1,000 feet (305 m) and flares to a width of 6,000 feet (1,829 m) at
    the far end. An approach surface rising upward on not more than a
    34:1 slope (34 units horizontal to 1 unit vertical), as depicted in
    Figure 7-3, is required for a 3-degree glideslope approach angle. An
    approach surface rising upward on not more than a 22.7:1 slope
    (22.7  units horizontal in 1 unit vertical) is required for a
    4.5- degree glideslope approach angle. An approach surface rising
    upward on not more than a 17.7:1 slope (17.7 units horizontal in
    1 unit vertical) is required for a 6- degree glideslope approach
    angle. The glideslope approach angle can vary in increments of
    0.1 degree from 3 degrees up to 6 degrees with corresponding
    adjustments to the slope of the approach surface and to the landing
    minimums.

b.  **Transitional Surfaces.** A precision instrument approach has
    transitional surfaces associated with the instrument FATO and the
    certificated approach surface.

    1.  FATO. Inner-transitional surfaces abut each side and, when there
        is no back approach, the non approach end of an instrument FATO.
        Transitional surfaces are 350 feet (107 m) wide and rise upward
        at right angles to the centerline of the instrument FATO on a
        7:1 slope (7 units horizontal in 1 unit vertical).

    2.  Approach Surface. Transitional surfaces abut each edge of the
        precision approach trapezoid. The surface is 600 feet (183 m)
        wide at the FATO end and flares to a width of 1,500 feet (457 m)
        at the far end of the approach trapezoid. Transitional surfaces
        rise upward at right angles to the centerline of the approach
        course on a 7:1 slope (7 units horizontal in 1 unit vertical).

c.  **Missed Approach Surfaces.** All instrument procedures require a
    missed approach procedure. The ability to support low-landing
    minima, even when the approach trapezoid is void of penetrations,
    may be controlled by objects in the missed approach segment of the
    procedure. While Figure 7-3 illustrates the initial portion of a
    missed approach surface, missed approach surfaces are complex and
    beyond the scope of this AC. Missed approach need to be discussed
    with an FAA flight procedures specialist early in the effort to
    develop an instrument procedure.

![](media/image83.wmf){width="6.411111111111111in"
height="3.0368055555555555in"}

[]{#__RefHeading___Toc83615896 .anchor}Figure 7-1. FARA/FATO
Relationship:\
PRECISION

![](media/image84.wmf){width="6.411111111111111in"
height="3.0368055555555555in"}

[]{#__RefHeading___Toc83615897 .anchor}Figure 7-2. HALS Lighting
System:\
PRECISION

![](media/image85.wmf){width="7.1125in" height="5.565277777777778in"}

[]{#__RefHeading___Toc83615898 .anchor}Figure 7-3. Precision Approach/
Departure Surfaces:\
PRECISION

# HELIPORT GRADIENTS AND PAVEMENT DESIGN {#heliport-gradients-and-pavement-design .Style-Heading-1-+-Not-Bold}

[]{#__RefHeading___Toc83615803 .anchor}**800. GENERAL**. This chapter
provides guidance on designing heliport pavements, including design
loads, and addresses soil stabilization as a method of treating non
paved operational surfaces. Operational surfaces such as the TLOF, FATO,
Safety Areas, parking areas, taxi routes, and taxiways should present a
reasonably smooth, uniformly graded surface. The surfaces of a heliport
should be designed to provide positive drainage.

[]{#__RefHeading___Toc83615804 .anchor}**801. TLOF GRADIENTS**.

a.  **General Aviation Heliport.** To ensure drainage, the TLOF should
    have a minimum gradient of 0.5 percent and a maximum gradient of 2.0
    percent.

b.  **Hospital Heliport.** To ensure drainage, the TLOF should have a
    gradient between 0.5 and 1.0 percent and a maximum gradient of 2.0
    percent.

c.  **Transport Heliport.** To ensure drainage, the TLOF should have a
    longitudinal gradient between 0.5 and 1.0 percent and a transverse
    gradient between 0.5 and 1.5 percent.

[]{#__RefHeading___Toc83615805 .anchor}**802. FATO GRADIENTS**. The
recommended gradients for a load bearing FATO range from a minimum of
0.5 percent to a maximum of 5.0 percent. FATO grades in any areas where
a helicopter is expected to land should not exceed 2.0 percent. To
ensure TLOF drainage, gradients of rapid runoff shoulders should range
between 3.0 and 5.0 percent. These recommendations are illustrated in
Figure 8-1 for a concrete TLOF and stabilized turf FATO.

**NOTE:** *When the FATO is non-load bearing and/or not intended for use
by the helicopter, there are no specific requirements for the gradient
of the surface. In this case the gradient should be 5 percent or more to
ensure adequate drainage away from the area of the TLOF.*

[]{#__RefHeading___Toc83615806 .anchor}**803. SAFETY AREA GRADIENTS**.
The surface of the Safety Area should not be steeper than a downward
slope of 2:1 (2 units horizontal in 1 unit vertical). In addition, the
surface of the Safety Area should not be higher than the FATO edge.

[]{#__RefHeading___Toc83615807 .anchor}**804. PARKING AREA GRADIENTS**.
Parking area grades should not exceed 2.0 percent in any area where a
helicopter is expected to park.

[]{#__RefHeading___Toc83615808 .anchor}**805. TAXIWAY AND TAXI ROUTE
GRADIENTS**. Taxiway longitudinal gradients should not exceed 2.0
percent. Transverse gradients should not be less than 0.5 percent nor
greater than 2.0 percent.

[]{#__RefHeading___Toc83615809 .anchor}**806. DESIGN LOADS**. The TLOF
and any load-bearing surfaces should be designed and constructed to
support the weight of the design helicopter and any ground support
vehicles. Loads are applied through the contact area of the tires for
wheel-equipped helicopters or the contact area of the skid for skid
equipped helicopters. Helicopter weights, landing gear configurations,
and dimensional data are listed in Appendix 1.

a.  **Static Loads.** 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
    manufacturers to obtain the contact area for the specific
    helicopters of interest.

b.  **Dynamic Loads.** A dynamic load of one-fifth of a second or less
    duration may occur during a hard landing. For design purposes,
    dynamic loads should be assumed at 150 percent of the takeoff weight
    of the design helicopter. When specific loading data is not
    available, assume 75 percent of the weight of the design helicopter
    to be applied equally through the contact area of the rear two rear
    wheels (or the pair rear wheels of a dual-wheel configuration) of a
    wheel-equipped helicopter. For a skid equipped helicopter assume 75
    percent of the weight of the design helicopter to be applied equally
    through the aft contact areas of the two skids of a skid-equipped
    helicopter. (See Figure 8-2.) The manufacturer should be contacted
    to obtain the aft contact area for a specific helicopter of
    interest.

c.  **Rotor Loads.** Rotor downwash loads are approximately equal to the
    weight of the helicopter distributed uniformly over the disk area of
    the rotor. Tests have established that rotor downwash loads are
    generally less than the loads specified in building codes for snow,
    rain, or wind loads typically used in structural design
    calculations.

[]{#__RefHeading___Toc83615810 .anchor}**807. PAVEMENT DESIGN AND SOIL
STABILIZATION**. Pavements distribute the helicopters' weight over a
larger area of the subsurface as well as provide a water-impervious,
skid-resistant wearing surface. Paving TLOFs, FATOs, taxiways, and
parking aprons is encouraged to improve their load carrying ability,
minimize the erosive effects of rotor wash, and facilitate surface
runoff. Stabilizing unpaved portions of the FATO and taxi routes
subjected to rotor wash is recommended. In some instances, loads imposed
by ground support vehicles may exceed those of the largest helicopter
expected to use the facility. Guidance on pavement design and on
stabilizing soils is contained in AC 150/5320-6, *Airport Pavement
Design and Evaluation*, and AC 150/5370-10, *Standards for Specifying
Construction of Airports*. The ACs are available at the Airports web
site <http://faa.gov/arp>[.]{.underline}

a.  **Pavements.** In most instances, a 6-inch thick (15 cm) Portland
    Cement Concrete (PCC) pavement is capable of supporting operations
    by helicopters weighing up to 20,000 pounds (9,070 kg). Thicker
    pavements are required for heavier helicopters or where the quality
    of the subsurface soil is questionable. PCC pavement is recommended
    for all heliport surfaces used by helicopters.

b.  **Stabilizing Soils.** Different methods of soil stabilization may
    be used to meet different site requirements. Helicopter weight,
    ground support vehicle weight, operational frequency, soil analysis,
    and climatic conditions should be considered in selecting the
    method(s) and extent of surface stabilization.

    1.  Turf. A well-drained and well-established turf that presents a
        smooth, dense surface is generally considered to be the most
        cost-effective surface stabilization available. In some
        combinations of climates and weather conditions, turf surfaces
        are capable of supporting the weight of many of the smaller
        helicopters for low frequency use by private and corporate
        operators during much of the year. Turf surfaces also provide
        reasonable protection against wind, rotor wash, or water
        erosion. Climatic and soil conditions dictate the appropriate
        grass species to use at the site.

    2.  Aggregate Turf. Heliports located on soils that have poor
        load-carrying capabilities when wet may be able to overcome this
        deficiency by mixing selected granular materials into the upper
        12 inches (30 cm) of the soil. Suitable granular materials for
        this purpose are crushed stone, pit-run gravel, coarse sand, or
        oyster shells. The ratio of aggregate to soil should be
        sufficient to improve the stability of the soil yet retain the
        soil's ability to support grass. For additional guidance, see
        Item 217 of AC 150/5370-10, *Standards for Specifying
        Construction of Airports*.

c.  **Formed Masonry Shapes.** Precast masonry shapes vary in size and
    shape-from a brick paver to an open block. Pavers can be laid on a
    prepared bed to present a solid surface. Precast blocks can be
    embedded in the soil with grass growing in the natural openings.
    Architectural catalogs identify different masonry shapes that are
    commercially available for this purpose.

d.  **Pierced Metal Panels.** Perforated metal panels that allow grass
    to grow through the openings can be laid on the ground to provide a
    hard surface for helicopter operations. Engineering catalogs
    identify commercially available panels.

![](media/image86.wmf){width="6.4944444444444445in"
height="5.177083333333333in"}

**NOTE:** FATO non-loading bearing surfaces should be stabilized.

[]{#__RefHeading___Toc83615899 .anchor}Figure 8-1. Heliport Grades and
Rapid Runoff Shoulder:\
GRADIENTS AND PAVEMENT

![](media/image87.wmf){width="6.439583333333333in"
height="7.529861111111111in"}

[]{#__RefHeading___Toc83615900 .anchor}Figure 8-2. Helicopter Landing
Gear Loading:\
GRADIENTS AND PAVEMENT

# APPENDIX 1. HELICOPTER DATA {#appendix-1.-helicopter-data .Style-Heading-1-+-Not-Bold-Left:--0\"-First-line:--0\" .unnumbered}

**1. INTRODUCTION.** This appendix contains selected helicopter data
needed by a heliport designer. These data represent the most critical
weight, dimensional, or other data entry for that helicopter model,
recognizing that specific versions of the model may weigh less, be
smaller in some feature, carry fewer passengers, etc.

**2. VERIFICATION.** The published information has been verified by the
various helicopter manufacturers and is current as of the date of
publication. If more specific data is needed, contact the
manufacturer(s) of the specific helicopter(s) of interest.

[]{#__RefHeading___Toc79480037 .anchor}Table A1- . Legend for Figure
A1-1 and Table A1-2

![](media/image88.wmf){width="6.455555555555556in"
height="4.561111111111111in"}

[]{#__RefHeading___Toc79480031 .anchor}Figure A1-1. Helicopter
Dimensions

Table A1-2 Helicopter Dimensions

Error: Reference source not found

Error: Reference source not found

Error: Reference source not found

**Intentionally Left Blank**

# APPENDIX 2. AVIATION ORGANIZATIONS {#appendix-2.-aviation-organizations .Style-Heading-1-+-Not-Bold-Left:--0\"-First-line:--0\" .unnumbered}

**STATE AVIATION OFFICES**

ALABAMA

Alabama Department of Transportation

Aeronautics Bureau

1409 Coliseum Blvd.

Montgomery, AL 36130

Telephone: 334-242-6820

FAX: 205-240-3274

ALASKA

Department of Transportation &

Public Facilities

P.O. Box 196900

Anchorage, AK 99519-6900

Telephone: 907-269-0731

FAX: 907-243-1512

[http://www.dot.state.ak.us/stwdav/stwdav.html#](http://www.dot.state.ak.us/stwdav/stwdav.html)

ARIZONA

Division of Aeronautics

Arizona Department of Transportation

255 E. Osborn Road, Suite 101

Phoenix, AZ 85012

or

Mail Drop 426M

Phoenix, AZ 85002-3588

Telephone: 602-294-9144

FAX: 602-294-9141

<http://www.dot.state.az.us/Aero/index.htm>

ARKANSAS

Department of Aeronautics

Regional Airport Terminal Building

No. 1 Airport Drive, 3^rd^ Floor

Little Rock, AR 72202

Telephone: 501-376-6781

FAX: 501-378-0820

[http://www.ahtd.state.ar.us/]{.underline}

CALIFORNIA

Division of Aeronautics Program

Department of Transportation

1120 N. Street-Room 3300

P.O. Box 942874

Sacramento, CA 94274-0001

Telephone: 916-654-4959

FAX: 916-653-9531

<http://www.dot.ca.gov/hq/planning/aeronaut/htmlfile/index.php>

CALIFORNIA (continued)

Postal Address:

Department of Transportation

Division of Aeronautics, MS \# 40

P. O. Box 942874

Sacramento, CA 94274-0001

COLORADO

Division of Aeronautics

Colorado Department of Transportation

6848 South Revere Parkway, Suite 3-101

Englewood, CO 80112-6703

Telephone: 303-397-3045

FAX: 303-397-3042

http://www.colorado-aeronautics.org/

5126 Front Range Parkway

Watkins, CO 80137

303-261-4418

CONNECTICUT

Bureau of Aviation and Ports

Connecticut Department of Transportation

2800 Berlin Turnpike

P.O. Box 317546

Newington, CT 06131-7546

Telephone: 860-594-2529

FAX: 860-594-2574

[http://www.ct.gov/dot/cwp/view.asp?a=1402&q=259246&dotPNavCtr=\|#40584](http://www.ct.gov/dot/cwp/view.asp?a=1402&q=259246&dotPNavCtr=|#40584)

DELAWARE

Aeronautics Administration

Delaware Transportation Authority

Department of Transportation

P.O. Box 778

Dover, DE 19903

Telephone: 302-739-3264

FAX: 302-739-5711

FLORIDA

Aviation Office

Florida Department of Transportation

605 Suwannee Street

Mail Stop 46

Tallahassee, FL 32399-0450

Telephone: 904-488-8444

FAX: 904-487-3403

GEORGIA

Georgia Department of Transportation

Office of Intermodal Programs

276 Memorial Drive, SW

Atlanta, GA 30303-3743

Telephone: 404-651-9201

FAX: 404-651-5209

HAWAII

Airports Division

Hawaii Department of Transportation

Honolulu International Airport

Honolulu, HI 96819-1898

Telephone: 808-836-6542

FAX: 808-836-6441

IDAHO

Bureau of Aeronautics

Idaho Department of Transportation

3483 Rickenbacker Street

P.O. Box 7129

Boise, ID 83705

Telephone: 208-334-8786

FAX: 208-334-8789

ILLINOIS

Division of Aeronautics

Department of Transportation

Capital Airport - One Langhorne Bond Dr.

Springfield, IL 62707-8415

Telephone: 217-785-8544

FAX: 217-785-4533

INDIANA

Division of Aeronautics

Indiana Department of Transportation

143 West Market Street, Suite 300

Indianapolis, IN 46204

Telephone: 317-232-1496

FAX: 317-232-1499

IOWA

Office of Aeronautics

Air and Transit Division

Iowa Department of Transportation

International Airport

Des Moines, IA 50321

Telephone: 515-287-3315

FAX: 515-287-7731

KANSAS

Division of Aviation

Kansas Department of Transportation

Docking State Office Building

915 SW Harrison

Topeka, KS 66612-1568

Telephone: 913-296-2553

FAX: 913-296-7927

KENTUCKY

Office of Aeronautics

Kentucky Transportation Cabinet

421 Ann Street

Frankfort, KY 40622

Telephone: 502-564-4480

FAX: 502-564-7953

LOUISIANA

Aviation Division

Department of Transportation & Development

P.O. Box 94245

Baton Rouge, LA 70804-9245

Telephone: 504-379-1242

FAX: 504-379-1394

MAINE

Office of Passengers Transportation

Maine Department of Transportation

Augusta State Airport Station #16

Augusta, ME 04333

Telephone: 207-287-3318

FAX: 207-287-1030

MARYLAND

Maryland Aviation Administration

Maryland Department of Transportation

P.O. Box 8766

Baltimore/Washington Intl. Airport

MD 21240

Telephone: 410-859-7100

FAX: 410-850-4729

MASSACHUSETTS

Massachusetts Aeronautics Commission

10 Park Plaza, Room 6620

Boston, MA 02116-3966

Telephone: 617-973-8881

FAX: 617-973-8889

MICHIGAN

Bureau of Aeronautics

Department of Transportation

2nd Floor, Terminal Building

Capital City Airport

Lansing, MI 48906

Telephone: 517-373-1834

FAX: 517-886-0366

MINNESOTA

Aeronautics Office

Minnesota Department of Transportation

Transportation Building, Room 417

395 John Ireland Boulevard

St. Paul, MN 55155

Telephone: 612-296-8202

FAX: 612-297-5643

MISSISSIPPI

Mississippi Aeronautics Bureau

Department of Economic & Community Development

100 Airport Drive

Jackson, MS 39208

Telephone: 601-354-6970

FAX: 601-354-6969

MISSOURI

Department of Highways & Transportation

Aviation Section

P.O. Box 270

Jefferson City, MO 65102

Telephone: 314-751-2589

FAX: 314-751-6555

MONTANA

Aeronautics Division

Department of Transportation

P.O. Box 5178

Helena, MT 59604

Telephone: 406-444-2506

FAX: 406-444-2519

NEBRASKA

Nebraska Department of Aeronautics

P.O. Box 82088

Lincoln, NE 68501

Telephone: 402-471-2371

FAX: 402-471-2906

NEVADA

Nevada Department of Transportation

1263 South Stewart Street

Carson City, NV 89712

Telephone: 775-888-7353

FAX: 775-888-7207

NEW HAMPSHIRE

Division of Aeronautics

Municipal Airport

65 Airport Road

Concord, NH 03301-5298

Telephone: 603-271-2551

FAX: 603-271-1689

NEW JERSEY

Office of Aviation

New Jersey Department of Transportation

1035 Parkway Avenue CN 610

Trenton, NJ 08625

Telephone 609-530-2900

FAX 609-530-5719

NEW MEXICO

Aviation Division

State Highway and Transportation Department

P.O. Box 1149

Santa Fe, NM 87504-1149

Telephone 505-827-0332

FAX 505-827-0431

NEW YORK

Aviation Division

New York State Department of Transportation

1220 Washington Avenue

Albany, NY 12232

Telephone 518-457-2821

FAX 518-457-9779

NORTH CAROLINA

Division of Aviation

North Carolina Department of Transportation

P.O. Box 25201

Raleigh, NC 27611

Telephone 919-840-0112

FAX 919-840-0645

NORTH DAKOTA

North Dakota Aeronautics Commission

2301 University Drive

Box 5020

Bismarck, ND 58502

Telephone 701-224-2748

FAX 701-224-2780

OHIO

Ohio Department of Transportation

Division of Aviation

2829 West Dublin-Granville Road

Columbus, OH 43235

Telephone 614-793-5040

FAX 614 761-9609

OKLAHOMA

Oklahoma Aeronautics and Space Commission

Department of Transportation Building

200 NE 21st Street, B-7 1st Floor

Oklahoma City OK 73105

Telephone 405-521-2377

FAX 405-521-2524

OREGON

Division of Aeronautics

Oregon Department of Transportation

3040 25th Street, SE

Salem, OR 97310

Telephone: 503-378-4880

FAX: 503-373-1688

PENNSYLVANIA

Bureau of Aviation

Pennsylvania Department of Transportation

208 Airport Drive

Harrisburg International Airport

Middletown, PA 17057

Telephone: 717-948-3915

FAX: 717-948-3527

PUERTO RICO

Puerto Rico Ports Authority

P.O. Box 362829

San Juan, PR 00936-2829

Telephone: 809-723-2260

FAX: 809-722-7867

RHODE ISLAND

Rhode Island Airport Corporation

Department of Airports

Theodore Francis Green State Airport

2000 Post Road

Warwick, RI 02886

Telephone: 401-737-4000

FAX: 401-732-4953

SOUTH CAROLINA

South Carolina Aeronautics Commission

P.O. Box 280068

Columbia, SC 29228-0068

Telephone: 803-822-5400

FAX: 803-822-8002

SOUTH DAKOTA

Office of Aeronautics

700 Broadway Avenue East

Pierre, SD 57501-2586

Telephone: 605-773-3574

FAX: 605-773-3921

TENNESSEE

Office of Aeronautics

Tennessee Department of Transportation

P.O. Box 17326

Nashville, TN 37217

Telephone: 615-741-3208

FAX: 615-741-4959

TEXAS

Texas Department of Transportation

Division of Aeronautics

P.O. Box 12607

Austin, TX 78711-2607

Telephone: 512-476-9262

FAX: 512-479-0294

UTAH

Aeronautical Operations Division

Utah Department of Transportation

135 North 2400 West

Salt Lake City, UT 84116

Telephone: 801-533-5057

FAX: 801-533-6048

VERMONT

Agency of Transportation

133 State Street

Montpelier, VT 05602

Telephone: 802-828-2657

FAX: 802-828-2024

VIRGINIA

Department of Aviation

4508 S. Laburnum Avenue

Richmond, VA 23231-2422

Telephone: 804-786-1364

FAX: 804-786-3690

WASHINGTON

Division of Aeronautics

Washington Department of Transportation

8600 Perimeter Road-Boeing Field

Seattle, WA 98108-3885

Telephone: 206-764-4131

FAX: 206-764-4001

WEST VIRGINIA

Department of Transportation

Building 5, Room A-109

West Virginia State Capital

Charleston, WV 25305

Telephone: 304-348-0444

FAX: 304-348-4076

WISCONSIN

Bureau of Aeronautics

Division of Transportation Assistance

Wisconsin Department of Transportation

P.O. Box 7914

Madison, WI 53707-7914

Telephone: 608-266-3351

FAX: 608-267-6748

WYOMING

Wyoming Department of Transportation

5300 Bishop Boulevard

P.O. box 1708

Cheyenne, WY 82002-9019

Telephone: 307-777-4480

FAX: 307-637-7352

**Aviation Organizations/Associations**

AIRPORT CONSULTANTS COUNCIL

908 King Street, Suite 100

Alexandria, VA 22314

Telephone: 703-683-5900

FAX: 703-683-2564

<http://www.acconline.org/>

AMERICAN HELICOPTER SOCIETY INTERNATIONAL

217 N. Washington St.

Alexandria, VA 22314-2538

Telephone: 703-684-6777

FAX: 703-739-9279

<http://www.vtol.org/>

 Email: [Staff@vtol.org](mailto:staff@vtol.org)

ASSOCIATION OF AIR MEDICAL SERVICES

526 King St., Suite 415

Alexandria, VA 22314-3134

Telephone: 703-836-8732

FAX: 703-836-8920

<http://www.aams.org/>

HELICOPTER ASSOCIATION INTERNATIONAL

1635 Prince Street

Alexandria, VA 22314

Telephone: (703)683-4646

Fax: (703)683-4745

<http://www.rotor.com/>

HELICOPTER SAFETY ADVISORY CONFERENCE

c/o Casey Lowery

225 Aviation Road

Houma, LA 70363

Telephone: 985-223-6152

FAX: 985-872-5258

<http://www.hsac.org/>

NATIONAL ASSOCIATION OF STATE AVIATION

OFFICIALS

101 Wayne Ave. Suite 930

Silver Spring, MD 20910

Telephone: 301-588-0587

FAX: 301-585-1803

<http://www.nasao.org/>

NATIONAL BUSINESS AIRCRAFT ASSOCIATION

1200 18th Street, Northwest, Suite 400

Washington, DC 20036-2527

Telephone: 202-783-9000

FAX: 202-331-8364

<http://www.nbaa.org/>

NATIONAL EMS PILOTS ASSOCIATION

526 King St., Suite 415

Alexandria, VA 22314-3134

Telephone: 703-836-8930

FAX: 703-836-8920

<http://www.nemspa.org/>

**FEDERAL AVIATION ADMINISTRATION**

**AIRPORTS DIVISION OFFICES**

ALASKAN REGION

Alaskan Regional Office

(AK) Airports Division, AAL-600

222 West 7th Avenue, Box 14

Anchorage, AK 99513

Telephone: 907-271-5438

FAX: 907-271-2851

NEW ENGLAND REGION

(CT, MA, ME, NH, RI, VT)

New England Regional Office

Airports Division, ANE-600

12 New England Executive Park

Burlington, MA 01803-5299

Telephone: 781-238-7600

FAX: 781-238-7608

EASTERN REGION

(DC, DE, MD, NJ, NY, PA, VA, WV)

Eastern Regional Office

Airports Division, AEA-600

1 Aviation Plaza

Jamaica, NY 11434-4809

Telephone: 718-553-3341

FAX: 718-995-5615

SOUTHERN REGION

(AL, FL, GA, KY, NC, SC, TN, PR, VI)

Southern Regional Office

Airports Division, ASO-600

P.O. Box 20636

Atlanta, GA 30320-0631

Telephone: 404-305-6700

FAX: 404-305-6730

GREAT LAKES REGION

(IL, IN, MI, MN, ND, OH, SD, WI)

Great Lakes Regional Office

Airports Division, AGL-600

2300 East Devon Avenue

Des Plaines, IL 60018

Telephone: 847-294-7272

FAX: 847-294-7036

CENTRAL REGION

(IA, KS, MO, NE)

Central Regional Office

Airports Division, ACE-600

901 Locust

Kansas City, MO 64106-2325

Telephone: 816-329-2647

FAX: 816-329-2610

SOUTHWEST REGION

(AR, LA, NM, OK, TX)

Southwest Regional Office

Airports Division, ASW-600

2061 Meacham Boulevard

Fort Worth, Texas 76173-4298

Telephone: 817-222-5600

FAX: 817-222-5984

NORTHWEST MOUNTAIN REGION

(CO, ID, MT, OR, UT, WA, WY)

Northwest Regional Office

Airports Division, ANM-600

1601 Lind Avenue SW, Suite 315

Renton, Washington 98055-4056

Telephone: 425-227-2600

FAX: 425-227-1600

WESTERN-PACIFIC REGION

(AZ, CA, HI, NV, GU)

Western-Pacific Regional Office

Airports Division, AWP-600

P.O. Box 92007

Los Angeles, CA 90009

Telephone: 310-725-3600

FAX: 310-725-6847

**Intentionally Left Blank**

# APPENDIX 3. DIMENSIONS FOR MARKING SIZE AND WEIGHT LIMITATIONS {#appendix-3.-dimensions-for-marking-size-and-weight-limitations .Style-Heading-1-+-Not-Bold-Left:--0\"-First-line:--0\" .unnumbered}

**Introduction.** The form and proportion of numbers for marking TLOF
and parking area size and weight limitations are shown below.

![](media/image89.wmf){width="7.435416666666667in"
height="6.780555555555556in"}

[]{#__RefHeading___Toc79480029 .anchor}Figure A3- . Form and Proportions
of 3 foot (0.9 m) Numbers for Marking Size and Weight Limitations

![](media/image90.wmf){width="6.473611111111111in"
height="6.729166666666667in"}

[]{#__RefHeading___Toc79480030 .anchor}Figure A3- . Form and Proportions
of 5 foot (1.5 m) Numbers for Marking Size and Weight Limitations

# APPENDIX 4. ASSOCIATED PUBLICATIONS {#appendix-4.-associated-publications .Style-Heading-1-+-Not-Bold-Left:--0\"-First-line:--0\" .unnumbered}

The following is a listing of related documents. Current Advisory
Circulars are available from the FAA web site
http://www.airweb.faa.gov/. Current Electronic Code of Federal
Regulations (e-CFRs) are available from the Government Printing Office
web site <http://www.gpoaccess.gov/ecfr/>. Airport Advisory Circulars
are available at the Airports web site <http://faa.gov/arp>. Technical
reports are available at the National Technical Information Service
(NTIS) web site [http://www.ntis.gov/.]{.underline}

1.  AC 00-2.14, *Advisory Circular Checklist.*

2.  AC 20-35, *Tie-Down Sense*.

3.  AC 70/7460-1, *Obstruction Marking and Lighting.*

4.  AC 70/7460-2, *Proposed Construction or Alteration of Objects that
    May Affect the Navigable Airspace.*

5.  AC 150/5000-3, *Address List for Regional Airports Divisions and
    Airports District/Field Offices.*

6.  AC 150/5190-4, *A Model Zoning Ordinance to Limit Height of Objects
    Around Airports.*

7.  AC 150/5200-30, *Airport Winter Safety and Operations.*

8.  AC 150/5220-16, *Automated Weather Observing Systems (AWOS) for
    Non-Federal Applications*.

9.  AC 150/5230-4, *Aircraft Fuel Storage, Handling, and Dispensing on
    Airports.*

10. AC 150/5320-6, *Airport Pavement Design and Evaluation.*

11. AC 150/5340-24, *Runway and Taxiway Edge Lighting System.*

12. AC 150/5340-28, *Low Visibility Taxiway Lighting System.*

13. AC 150/5340-30 *Design and Installation Detail for Airport Visual
    Aids*.

14. AC 150/5345-12, *Specification for Airport and Heliport Beacon.*

15. AC150/5345-27, *Specification for Wind Cone Assemblies.*

16. AC 150/5345-28, *Precision Approach Path Indicator (PAPI) Systems.*

17. AC 150/5345-39, *FAA Specification L-853, Runway and Taxiway
    Centerline Retroreflective Markers.*

18. AC 150/5345-46, *Specification for Runway and Taxiway Light
    Fixtures.*

19. AC150/5345-52, *Generic Visual Glideslope Indicators (GVGI).*

20. AC 150/5360-9, *Planning and Design of Airport Terminal Facilities
    at Non-Hub Locations.*

21. AC 150/5360-14, *Access to Airports by Individuals with
    Disabilities.*

22. AC 150/5370-10, *Standards for Specifying Construction of Airports.*

23. 14 CFR Part 135, *Operating Requirements: Commuter and on demand
    operations and rules governing persons on board such aircraft*

24. 14 CFR Part 27, *Airworthiness Standards: Normal Category
    Rotorcraft.*

25. 14 CFR Part 29, *Airworthiness Standards: Transport Category
    Rotorcraft.*

26. 14 CFR Part 77, *Objects Affecting Navigable Airspace.*

27. 14 CFR Part 91, *General Operating and Flight Rules.*

28. 14 CFR Part 121, *Operating Requirements: Domestic, Flag, and
    Supplemental Operations.*

29. 14 CFR Part 139, *Certification and Operations: Land Airports
    Serving Certain Air Carriers.*

30. 14 CFR Part 151, *Federal Aid to Airports*

31. 14 CFR Part 152, *Airport Aid Program.*

32. 14 CFR Part 157, *Notice of Construction, Alteration, Activation,
    and Deactivation of Airports.*

33. FAA Order 1050.1 *Policies and Procedures for Considering
    Environmental Impacts.*

34. FAA Order 5050.4A, *Airport Environmental Handbook.*

35. FAA Order 7400.2, Procedures for Handling Airspace Matters.

36. FAA Order 8260.3, United States Standard for Terminal Instrument
    Procedures (TERPS).

37. FAA Order 8260.42, Helicopter Global Positioning System (GPS)
    Non-precision Approach Criteria.

38. FAA Standard 405, Standards for Aeronautical Surveys and Related
    Products.

39. National Fire Protection Association (NFPA) Pamphlet 403, Aircraft
    Rescue Services.

40. NFPA Pamphlet 418, Standards for Heliports.

41. FAA Technical Report FAA/RD-84/25, Evaluating Wind Flow Around
    Buildings on Heliport Placement, National Technical Information
    Service (NTIS) accession number AD-A153512.

42. FAA Technical Report FAA/RD-92/15, Potential Hazards of Magnetic
    Resonance Imagers to Emergency Medical Service Helicopter Services,
    National Technical Information Service (NTIS), accession number
    AD-A278877.

43. Annex 14 -- Aerodromes. The Convention on International Civil
    Aviation

# APPENDIX 5. ACRONYMS {#appendix-5.-acronyms .Style-Heading-1-+-Not-Bold-Left:--0\"-First-line:--0\" .unnumbered}

AC advisory circular

AGL above ground level

AIM Aeronautical Information Manual

ATC air traffic control

ATCT air traffic control tower

AWOS automated weather observing system

AZ azimuth

CFR Code of Federal Regulations

dB decibel

DH decision height

DNL Day/Night Average Sound Level

DWP decision waypoint

E‑L electroluminescent

EMS emergency medical service

EPNL Effective Perceived Noise Level

FAA Federal Aviation Administration

FAF final approach fix

FARA final approach reference area

FATO final approach and takeoff area

FCC Federal Communications Commission

FIG figure

FTE flight technical error

GA General Aviation

GPI glide path indicator

GPI ground point of intercept

GPS global positioning system

GVGI generic visual glideslope indicator

H identification symbol for marking the TLOF

HALS heliport approach lighting system

HF high frequency

HIGE hover in ground effect

HILS heliport instrument lighting system

HLP heliport layout plan

HNM Heliport Noise Model

HOGE hover out-of-ground effect

H/V height/velocity

HRP heliport reference point

IFR instrument flight rules

IGE in ground effect

IMC instrument meteorological conditions

kg/m^2^ kilograms per square meter

lbs pounds

lb/ft^2^ pound per square foot

LED light emitting diode

m meter

MAP missed approach point

MAWP missed approach waypoint

MDA minimum descent altitude

MRI magnetic resonance imager

MSL mean sea level

NAS National Airspace System

NAVAID navigational aid

NEPA National Environmental Policy Act

NFPA National Fire Protection Association

nm nautical mile

OGE out of ground effect

OIS obstacle identification surface

OL overall length of the design helicopter

OSHA Occupational Safety and Health Administration

PAPI precision approach path indicator

PCC Portland Cement Concrete

PLV powered-lift vehicle

PPR prior permission required

RD rotor diameter of the design helicopter

sm statute mile

STOL short takeoff and landing

TERPS terminal instrument procedures

TLOF touchdown and liftoff area

TW taxiway

UC maximum undercarriage dimension of the design helicopter

UNICOM frequencies authorized for aeronautical advisory services to
private aircraft

USA United States of America

VFR visual flight rules

VFTE vertical flight technical error

VGI visual glideslope indicator

VMC visual meteorological conditions

VSDA visual segment descent angle

VSRL visual segment reference line

VTOL vertical takeoff and landing