U.S. Department Advisory of Transportation 

Circular Federal Aviation 

Administration 

Subject: Heliport Design Date: 4/24/2012 AC No: 150/5390-2C 

Initiated by: AAS-100 Change: 

1. Purpose. This advisory circular (AC) provides standards for the design of heliports serving 

helicopters with single rotors. Apply basic concepts to facilities serving helicopters with tandem (front 

and rear) or dual (side by side) rotors, however many standards will not apply. 

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

3. Application. The Federal Aviation Administration (FAA) recommends the guidelines and 

specifications in this AC for materials and methods used in the construction of heliports. In general, use 

of this AC is not mandatory. However, use of this AC is mandatory for all projects funded with federal 

grant monies through the Airport Improvement Program (AIP) and with revenue from the Passenger 

Facility Charge (PFC). See Grant Assurance No. 34, Policies, Standards, and Specifications, and PFC 

Assurance No. 9, Standards and Specifications. For information about grant assurances, see 

http://www.faa.gov/airports/aip/grant_assurances/. The use of terms implying strict compliance applies 

only to those projects. Other federal agencies, states, or other authorities having jurisdiction over the 

construction of other heliports decide the extent to which these standards apply. 

4. Principal changes. 

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

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

c. Added guidance for pavement or structure larger than the touchdown and liftoff area (TLOF), but 

less than the size of the final approach and take off (FATO). 

d. Added guidance for turbulence effects. 

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

parking areas. 

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

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

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

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

(EHLF). 

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

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

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

 

 

 

 

 

 

 

 

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

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

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

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

in the text. 

p. Deleted requirements for load bearing capacity of a FATO at general aviation and hospital 

heliports when the TLOF is marked. 

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

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

(VMC). 

5. Use of metrics. This AC includes both English and metric dimensions. The metric conversions may 

not be exact equivalents, and the English dimensions govern. 

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

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

MICHAEL J. O’DONNELL

Director of Airport Safety and Standards 

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

TABLE OF CONTENTS 

Paragraph Page 

Chapter 1. Introduction .............................................................................................................................1
 

101. Background. ..............................................................................................................................1
 

102. General. .....................................................................................................................................1
 

103. Facilities. ...................................................................................................................................1
 

104. Planning.....................................................................................................................................1
 

105. Existing heliports.......................................................................................................................1
 

106. Location.....................................................................................................................................1
 

107. AC organization. .......................................................................................................................2
 

108. Explanation of terms. ................................................................................................................2
 

109. Selection of approach/departure paths.......................................................................................6
 

110. Notification requirements..........................................................................................................6
 

111. Hazards to air navigation...........................................................................................................9
 

112. Federal assistance....................................................................................................................10
 

113. Environmental impact analyses...............................................................................................10
 

114. Access to heliports by individuals with disabilities.................................................................11
 

115. State role..................................................................................................................................11
 

116. Local role.................................................................................................................................11
 

117. Related referenced material.....................................................................................................11
 

Chapter 2. General Aviation Heliports...................................................................................................13
 

201. General. ...................................................................................................................................13
 

202. Applicability............................................................................................................................13
 

203. Prior permission required (PPR) facilities...............................................................................14
 

204. Access by individuals with disabilities....................................................................................14
 

205. Heliport site selection..............................................................................................................14
 

206. Basic layout. ............................................................................................................................14
 

207. Touchdown and liftoff area (TLOF)........................................................................................15
 

208. Final approach and takeoff area (FATO). ...............................................................................20
 

209. Safety area. ..............................................................................................................................22
 

210. VFR approach/departure paths................................................................................................22
 

211. Heliport protection zone (HPZ)...............................................................................................29
 

212. Wind cone. ..............................................................................................................................29
 

213. Taxiways and taxi routes.........................................................................................................29
 

214. Helicopter parking...................................................................................................................35
 

215. Heliport markers and markings. ..............................................................................................44
 

216. Heliport lighting. .....................................................................................................................53
 

217. Marking and lighting of difficult-to-see objects......................................................................58
 

218. Safety considerations...............................................................................................................61
 

219. Visual glideslope indicators (VGSI). ......................................................................................64
 

220. Terminal facilities....................................................................................................................64
 

221. Zoning and compatible land use..............................................................................................64
 

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

Chapter 3. Transport Heliports ..............................................................................................................65
 

301. General. ...................................................................................................................................65
 

302. Applicability............................................................................................................................65
 

303. Access by individuals with disabilities....................................................................................65
 

304. Heliport site selection..............................................................................................................65
 

305. Basic layout. ............................................................................................................................67
 

306. Touchdown and liftoff area (TLOF)........................................................................................67
 

307. Final approach and takeoff area (FATO). ...............................................................................71
 

308. Safety area. ..............................................................................................................................72
 

309. VFR approach/departure paths................................................................................................73
 

310. Heliport protection zone (HPZ)...............................................................................................76
 

311. Wind cone. ..............................................................................................................................76
 

312. Taxiways and taxi routes.........................................................................................................77
 

313. Helicopter parking...................................................................................................................77
 

314. Heliport markers and markings. ..............................................................................................88
 

315. Heliport lighting. .....................................................................................................................93
 

316. Marking and lighting of difficult-to-see objects....................................................................100
 

317. Safety considerations.............................................................................................................103
 

318. Visual glideslope indicators (VGSI). ....................................................................................105
 

319. Terminal facilities..................................................................................................................107
 

320. Zoning and compatible land use............................................................................................107
 

Chapter 4. Hospital Heliports................................................................................................................109
 

401. General. .................................................................................................................................109
 

402. Applicability..........................................................................................................................109
 

403. Access by individuals with disabilities..................................................................................109
 

404. Heliport site selection............................................................................................................109
 

405. Basic layout. ..........................................................................................................................112
 

406. Touchdown and liftoff area (TLOF)......................................................................................112
 

407. Final approach and takeoff area (FATO). .............................................................................114
 

408. Safety area. ............................................................................................................................116
 

409. VFR approach/departure paths..............................................................................................118
 

410. Heliport protection zone (HPZ).............................................................................................123
 

411. Wind cone. ............................................................................................................................123
 

412. Taxiways and taxi routes.......................................................................................................126
 

413. Helicopter parking.................................................................................................................130
 

414. Heliport markers and markings. ............................................................................................138
 

415. Heliport lighting. ...................................................................................................................147
 

416. Marking and lighting of difficult-to-see objects....................................................................154
 

417. Safety considerations.............................................................................................................157
 

418. Visual glideslope indicators (VGSI). ....................................................................................159
 

419. Zoning and compatible land use............................................................................................159
 

Chapter 5. Helicopter Facilities on Airports........................................................................................ 161
 

501. General. .................................................................................................................................161
 

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

502. Applicability..........................................................................................................................161
 

503. Touchdown and liftoff area (TLOF).....................................................................................161
 

504. Final approach and takeoff area (FATO). .............................................................................161
 

505. Safety area. ............................................................................................................................161
 

506. VFR approach/departure paths..............................................................................................161
 

507. Heliport protection zone (HPZ).............................................................................................162
 

508. Taxiways and taxi routes.......................................................................................................162
 

509. Helicopter parking.................................................................................................................162
 

510. Security..................................................................................................................................162
 

Chapter 6. Instrument Operations........................................................................................................165
 

601. General. .................................................................................................................................165
 

602. Planning.................................................................................................................................165
 

603. Airspace.................................................................................................................................165
 

604. Final approach reference area (FARA). ................................................................................165
 

605. Improved lighting system......................................................................................................165
 

606. Obstacle evaluation surfaces. ................................................................................................166
 

Chapter 7. Heliport Gradients and Pavement Design.........................................................................169
 

701. General. .................................................................................................................................169
 

702. TLOF gradients. ....................................................................................................................169
 

703. FATO gradients.....................................................................................................................169
 

704. Safety area gradients. ............................................................................................................169
 

705. Parking area gradients. ..........................................................................................................169
 

706. Taxiway and taxi route gradients. ......................................................................................... 169
 

707. Design loads. .........................................................................................................................171
 

708. Pavement design and soil stabilization..................................................................................171
 

Appendix A. Emergency Helicopter Landing Facilities (EHLF)........................................................ 175
 

Appendix B. Helicopter Data .................................................................................................................179
 

Appendix C. Dimensions for Marking Size and Weight Limitations.................................................185
 

Appendix D. Associated Publications and Resources ..........................................................................187
 

LIST OF FIGURES 

Figure 1–1. Form 7480-1, Notice of Landing Area Proposal ....................................................................... 7
 

Figure 1–2. Example of a Heliport Layout Plan ...........................................................................................8
 

Figure 1–3. Example of a Heliport Location Map ......................................................................................10
 

Figure 1–4. Offsite Development Requiring Notice to the FAA................................................................12
 

Figure 2–1. Essential Features of a Heliport: General Aviation .................................................................13
 

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

Figure 2–2. TLOF/FATO Safety Area Relationships and Minimum Dimensions: General Aviation........16
 

Figure 2–3. Elongated FATO with Two Takeoff Positions: General Aviation ..........................................17
 

Figure 2–4. Elevated Heliport: General Aviation .......................................................................................19
 

Figure 2–5. Additional FATO Length for Heliports at Higher Elevations: General Aviation ...................21
 

Figure 2–6. Non-load-bearing FATO and Safety Area: General Aviation.................................................23
 

Figure 2–7. VFR Heliport Approach/Departure and Transitional Surfaces: General Aviation..................25
 

Figure 2–8. Curved Approach/Departure: General Aviation......................................................................26
 

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

Aviation................................................................................................................................................27
 

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

General Aviation ..................................................................................................................................28
 

Figure 2–11. Flight Path Alignment Marking and Lights: General Aviation .............................................30
 

Figure 2–12. Heliport Protection Zone: General Aviation..........................................................................31
 

Figure 2–13. Taxiway/Taxi Route Relationship – Paved Taxiway: General Aviation...............................32
 

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

Aviation................................................................................................................................................33
 

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

Aviation................................................................................................................................................34
 

Figure 2–16. Parking Area Design – “Taxi-through” Parking Positions: General Aviation ......................37
 

Figure 2–17. Parking Area Design – “Turn-around” Parking Positions: General Aviation .......................38
 

Figure 2–18. Parking Area Design – “Back-out” Parking Positions: General Aviation.............................39
 

Figure 2–19. “Turn-around” Parking Position Marking: General Aviation................................................40
 

Figure 2–20. “Taxi-through” and “Back-out” Parking Position Marking: General Aviation.....................41
 

Figure 2–21. Parking Position Identification, Size, and Weight Limitations: General Aviation................43
 

Figure 2–22. Standard and Alternate TLOF Marking: General Aviation...................................................46
 

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

Aviation................................................................................................................................................47
 

Figure 2–24. Extended Pavement / Structure Marking: General Aviation .................................................48
 

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

Figure 2–26. Unpaved TLOF/Unpaved FATO – Marking: General Aviation ...........................................50
 

Figure 2–27. Marking a Closed Heliport: General Aviation.......................................................................52
 

Figure 2–28. Elevated TLOF – Perimeter Lighting: General Aviation ......................................................53
 

Figure 2–29. TLOF/FATO Flush Perimeter Lighting: General Aviation...................................................55
 

Figure 2–30. TLOF Flush and FATO Raised Perimeter Lighting: General Aviation ................................56
 

Figure 2–31. Landing Direction Lights: General Aviation.........................................................................57
 

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

Aviation................................................................................................................................................59
 

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

Aviation................................................................................................................................................60
 

Figure 2–34. Caution Sign: General Aviation ............................................................................................62
 

Figure 2–35. Visual Glideslope Indicator Siting and Clearance Criteria: General Aviation......................63
 

Figure 3–1. Typical Transport Heliport: Transport.....................................................................................66
 

Figure 3–2. TLOF/FATO Safety Area Relationships and Minimum Dimensions: Transport....................68
 

Figure 3–3. Elongated FATO with Two Takeoff Positions: Transport ......................................................69
 

Figure 3–4. Elevated Heliport: Transport ...................................................................................................70
 

Figure 3–5. Additional FATO Length for Heliports at Higher Elevations: Transport ...............................71
 

Figure 3–6. Non-load-bearing Safety Area: Transport ...............................................................................74
 

Figure 3–7. VFR Heliport Approach/Departure and Transitional Surfaces: Transport..............................75
 

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Figure 3–8. Curved Approach/Departure: Transport..................................................................................78
 

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

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

Figure 3–9. Flight Path Alignment Marking and Lights: Transport ...........................................................79
 

Figure 3–10. Heliport Protection Zone: Transport......................................................................................80
 

Figure 3–11. Taxiway/Taxi Route Relationship, Centerline and Edge Marking: Transport ......................81
 

Figure 3–12. “Turn-around” Helicopter Parking Position Marking: Transport..........................................82
 

Figure 3–13. “Taxi-through” Helicopter Parking Position Marking: Transport.........................................83
 

Figure 3–14. Parking Area Design – “Turn-around” Parking Positions: Transport ...................................85
 

Figure 3–15. Parking Area Design – “Taxi-through” Parking Position......................................................86
 

Figure 3–16. Parking Position Identification, Size and Weight Limitations: Transport.............................87
 

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

Figure 3–18. Paved TLOF/Paved FATO – Paved TLOF/Unpaved FATO – Marking: Transport .............90
 

Figure 3–19. Marking a Closed Heliport: Transport...................................................................................93
 

Figure 3–20. TLOF and FATO Flush Perimeter Lighting: Transport ........................................................94
 

Figure 3–21. FATO Raised and TLOF Flush Perimeter Lighting: Transport ............................................95
 

Figure 3–22. Optional TLOF Lights: Transport .........................................................................................97
 

Figure 3–23. Elevated FATO – Perimeter Lighting: Transport..................................................................98
 

Figure 3–24. Landing Direction Lights: Transport.....................................................................................99
 

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

Figure 3–27. Caution Sign: Transport.......................................................................................................104
 

Figure 3–28. Visual Glideslope Indicator Siting and Clearance Criteria: Transport................................106
 

Figure 4–1. Essential Features of a Ground-level Hospital Heliport: Hospital ........................................110
 

Figure 4–2. TLOF/FATO Safety Area Relationships and Minimum Dimension: Hospital .....................111
 

Figure 4–3. Elongated FATO with Two Takeoff Positions: Hospital ......................................................113
 

Figure 4–4. Additional FATO Length for Heliports at Higher Elevation: Hospital.................................115
 

Figure 4–5. Rooftop Hospital Heliport: Hospital......................................................................................117
 

Figure 4–6. VFR Heliport Approach/Departure and Transitional Surfaces: Hospital..............................119
 

Figure 4–7. Curved Approach/Departure: Hospital..................................................................................120
 

Figure 4–8. VFR Heliport Lateral Extension of the 8:1 Approach / Departure Surface: Hospital........... 121
 

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

Figure 4–10. Flight Path Alignment Marking and Lights: Hospital .........................................................124
 

Figure 4–11. Heliport Protection Zone: Hospital......................................................................................125
 

Figure 4–12. Taxiway/Taxi Route Relationship – Paved Taxiway: Hospital...........................................127
 

............................................................................................................................................................128
 

Figure 4–14. Taxiway/Route Relationship – Unpaved Taxiway with Flush Edge Markers: Hospital.....129
 

Figure 4–15. Parking Area Design – “Taxi-through” Parking Positions: Hospital ..................................132
 

Figure 4–16. Parking Area Design – “Turn-around” Parking Positions: Hospital ...................................133
 

Figure 4–17. Parking Area Design – “Back-out” Parking Positions: Hospital.........................................134
 

Figure 4–18. “Turn-around” Helicopter Parking Position Marking: Hospital..........................................135
 

Figure 4–19. “Taxi-through” and “Back-out” Helicopter Parking Position Marking: Hospital...............136
 

Figure 4–20. Parking Position Identification, Size, and Weight Limitations: General Aviation..............137
 

Figure 4–21. Standard Hospital Heliport Identification Symbols: Hospital .............................................139
 

Figure 4–22. Alternative Hospital Heliport Identification Symbols: Hospital .........................................140
 

Figure 4–23. Paved TLOF/Paved FATO – Paved TLOF/Unpaved FATO – Marking: Hospital .............141
 

Figure 4–24. Unpaved TLOF/Unpaved FATO – Marking: Hospital .......................................................142
 

Figure 4–25. TLOF Size and Weight Limitations: Hospital.....................................................................144
 

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

Figure 4–26. Extended Pavement or Structure Marking: Hospital ...........................................................145
 

Figure 4–27. Marking a Closed Heliport: Hospital...................................................................................147
 

Figure 4–28. Flush TLOF/FATO Perimeter Lighting: Hospital...............................................................149
 

Figure 4–29. Elevated TLOF, Safety Net and Lighting Heliport Partial Elevation: Hospital ..................150
 

Figure 4–30. Flush TLOF and Raised FATO Perimeter Lighting: Hospital ............................................151
 

Figure 4–31. Landing Direction Lights: Hospital.....................................................................................153
 

Figure 4–32. Airspace Where Marking and Lighting are Recommended: Hospital................................. 155
 

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

Figure 4–34. Caution Sign: Hospital.........................................................................................................158
 

Figure 4–35. Visual Glideslope Indicator Siting and Clearance Criteria: Hospital..................................160
 

Figure 5–1. Heliport Located on an Airport: On Airport..........................................................................163
 

Figure 6–1. FARA/FATO Relationship: Precision...................................................................................166
 

Figure 6–2. Heliport Instrument Lighting System (HILS): Non-precision...............................................167
 

Figure 6–3. Heliport Approach Lighting System......................................................................................168
 

Figure 7–1. Heliport Grades and Rapid Runoff Shoulder: Gradients and Pavement ...............................170
 

Figure 7–2. Helicopter Landing Gear Loading: Gradients and Pavement................................................172
 

Figure 7–3. FATO Elevation ....................................................................................................................173
 

Figure A-1. Rooftop Emergency Landing Facility ...................................................................................177
 

Figure B–1. Helicopter Dimensions..........................................................................................................184
 

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

............................................................................................................................................................185
 

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

Limitation ...........................................................................................................................................186
 

LIST OF TABLES 

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

Markings...............................................................................................................................................15
 

Table 2-2. Taxiway/Taxi Route Dimensions – General Aviation Heliports...............................................36
 

Table 3-1. Taxiway and Taxi Route Dimensions – Transport Heliports....................................................77
 

Table 4-1. Minimum VFR Safety Area Width as a Function of Hospital Heliport Markings..................116
 

Table 4-2. Taxiway / Taxi Route Dimensions – Hospital Heliports.........................................................130
 

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

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Chapter 1. Introduction 

101. Background. Section 103 of the Federal Aviation Act of 1958 states in part, “In the exercise and 

performance of his power and duties under this Act, the Secretary of Transportation shall consider the 

following, among other things, as being in the public interest: (a) The regulation of air commerce in such 

manner as to best promote its development and safety and fulfill the requirements of defense; (b) The 

promotion, encouragement, and development of civil aeronautics . . .” This public charge, in effect, 

requires the development and maintenance of a national system of safe heliports. Using the standards and 

recommendations contained in this publication in the design of heliports supports this public charge. 

These standards and recommendations, however, do not limit or regulate the operations of aircraft. When 

it is not feasible to meet all the standards and recommendations in this AC, consult with the appropriate 

offices of the Federal Aviation Administration (FAA) Office of Airports and Flight Standards Service to 

identify any adjustments to operational procedures necessary to accommodate operations to the maximum 

extent. 

102. General. This chapter provides an explanation of terms used in this AC, describes the notification 

responsibilities of heliport proponents to FAA, provides general siting guidance, and identifies sources of 

technical information relating to heliport planning and design of a civil heliport. 

103. Facilities. While heliports can be large and elaborate, most are not. The basic elements of a 

heliport are clear approach/departure paths, a clear area for ground maneuvers, final approach and takeoff 

area (FATO), touchdown and liftoff area (TLOF), safety area, and a wind cone. This minimal facility may 

be adequate as a private use prior permission required (PPR) heliport, and may even suffice as the initial 

phase in the development of a public use heliport capable of serving the general aviation segment of the 

helicopter community. 

104. Planning. While the heliport itself may be simple, the planning and organization required to 

properly put one into place can be intimidating. Consider the physical, technical, and public interest 

matters described in this document in the planning and establishment of a heliport. While this AC is a 

technical document intended to help engineers, architects, and city planners design, locate, and build the 

most effective heliport, anyone considering the construction of a heliport can use it. Figures in this 

document are general representations and are not to scale. 

105. Existing heliports. When a change to an existing heliport requires the submission of FAA Form 

7460-1, Notice of Proposed Construction or Alteration, or FAA Form 7480-1, Notice of Landing Area 

Proposal, bring the heliport up to current standards. It may not, however, be feasible to meet all current 

standards at existing heliports. In those cases, consult with the appropriate offices of the FAA Office of 

Airports and Flight Standards Service to identify any adjustments to operational procedures necessary to 

accommodate operations to the maximum extent. 

106. Location. The optimum location for a heliport is near the desired origination and/or destination 

of the potential users. Industrial, commercial, and business operations in urban locations are demand 

generators for helicopter services, even though they often compete for the limited ground space available. 

Heliport sites may be adjacent to a river or a lake, a railroad, a freeway, or a highway, all of which offer 

the potential for multi-functional land usage. These locations also have the advantage of relatively 

unobstructed airspace, which can be further protected from unwanted encroachment by properly enacted 

zoning. As vertical flight transportation becomes more prevalent, requirements for scheduled “airline 

type” passenger services may necessitate the development of an instrument procedure to permit “allweather” service. 

1 
 

 

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

107. AC organization. This AC is structured to provide communities and persons intending to 

develop a heliport, or become involved in regulating helicopter facilities, with general guidance on 

heliport requirements. The AC covers general aviation heliports (including PPR), transport heliports, 

hospital heliports, and emergency landing facilities. It is important for a heliport proponent to be familiar 

with the terminology used in this specialized field. This chapter defines terms used in the industry and 

identifies actions common to developing a heliport. 

a. General aviation heliports. The term “general aviation” is technically defined as “flights 

conducted by operators other than Title 14 of the Code of Federal Regulations (CFR) Part 121 or Part 135 

certificate holders.”1

 However, for the purposes of this AC, “general aviation” refers to all helicopter 

operations other than scheduled passenger service. Hospital heliports and emergency landing facilities fall 

under general aviation, but are treated separately in the AC due to their unique requirements. General 

aviation heliports are normally privately owned although they can be publicly owned. Find design 

standards for general aviation heliports in Chapter 2. 

b. Transport heliports. Transport heliports will provide the community with a full range of 

vertical flight services including scheduled service by air carriers (airlines) using helicopters. These 

operations will require a more extensive airside and landside infrastructure with the potential capability to 

operate in instrument meteorological conditions. Find design standards for transport heliports in 

Chapter 3. 

c. Hospital heliports. Hospital heliports are general aviation heliports that provide a unique 

public service. They are normally located close to the hospital emergency room or a medical facility. Find 

design standards for hospital heliports in 4Chapter 4. 

d. Helicopter facilities on airports. When there are a significant number of helicopter 

operations on an airport, consider developing separate facilities specifically for helicopter use. Chapter 5 

addresses helicopter facilities on airports. 

e. Instrument operations. With the introduction of the global positioning system (GPS), it is 

now practical for heliports to have instrument approach procedures. Good planning suggests that heliport 

proponents plan for the eventual development of instrument approaches to their heliports. Consider the 

recommendations in Chapter 6 in contemplating future instrument operations at a heliport. It is wise to 

consider these issues during site selection and design. 

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

pavement design issues. 

g. The appendices provide information about emergency helicopter landing facilities, helicopter 

dimensional data, form and proportions of certain heliport markings, and a list of publications and 

resources referenced in this AC. 

108. Explanation of terms. The Pilot/Controller Glossary of the Aeronautical Information Manual 

(AIM) defines terms used in the Air Traffic System. Copies of the AIM are available from the FAA web 

site http://www.faa.gov/atpubs. Other terms used in this publication follow: 

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

hover taxi. 

b. Approach/departure path. The flight track helicopters follow when landing at or departing 

from a heliport. The approach/departure paths may be straight or curved. 

1

Plane Sense General Aviation Information, U.S. Department of Transportation FAA-H-8083-19A, 

http://www.faa.gov/library/manuals/aviation/media/faa-h-8083-19A.pdf 

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

c. Design helicopter. A single or composite helicopter that reflects the maximum weight, 

maximum contact load/minimum contact area, overall length (D), rotor diameter (RD), tail rotor arc 

radius, undercarriage dimensions, and pilot’s eye height of all helicopters expected to operate at the 

heliport. 

d. D (Formerly “OL”). The overall length of the helicopter, which is the dimension from the 

tip of the main or forward rotor to the tip of the tail rotor, fin, or other rear-most point of the helicopter. 

This value is with the rotors at their maximum extension. See Figure B–1. If only the value of the rotor 

diameter (RD) is known, estimate the value for D using the relationship D = 1.2 RD (or conversely, RD = 

0.83 D). 

e. Design loads. Design and construct the TLOF and any load-bearing surfaces to support the 

loads imposed by the design helicopter and any ground support vehicles and equipment. 

(1) Static load. For design purposes, the design static load is equal to the helicopter’s 

maximum takeoff weight applied through the total contact area of the wheels or skids. See paragraph 707. 

(2) Dynamic load. For design purposes, assume the dynamic load at 150 percent of the 

maximum takeoff weight of the design helicopter applied through the main undercarriage on a wheelequipped helicopter or aft contact areas of skid-equipped helicopter. See paragraph 707. 

f. Elevated heliport. A heliport located on a rooftop or other elevated structure where the 

TLOF is at least 30 inches (76 cm) above the surrounding surface (a ground level heliport with the TLOF 

on a mound is not an elevated heliport). 

g. Emergency helicopter landing facility (EHLF). A clear area at ground level or on the roof 

of a building capable of accommodating helicopters engaged in fire fighting and/or emergency evacuation 

operations. An EHLF meets the definition of a heliport in this AC and under Title 14 CFR Part 157, 

Notice of Construction, Alteration, Activation, and Deactivation of Airports. 

h. Final approach and takeoff area (FATO). A defined area over which the pilot completes 

the final phase of the approach to a hover or a landing and from which the pilot initiates takeoff. The 

FATO elevation is the lowest elevation of the edge of the TLOF. See Figure 7–3. 

i. Final approach reference area (FARA). An obstacle-free area with its center aligned on the 

final approach course. It is located at the end of a precision instrument FATO. 

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

semi-flush lights. 

k. Frangible/frangibly mounted. While there is no accepted standard for frangibility in regard 

to helicopter operations, remove all objects from a FATO or safety area except those of the lowest mass 

practicable and frangibly mounted to the extent practicable. 

l. General aviation heliport. A heliport intended to accommodate individuals, corporations, 

helicopter air taxi operators, and public safety agencies. For the purposes of this AC, “general aviation” 

refers to all helicopter operations other than scheduled passenger service. Hospital heliports and 

emergency landing facilities fall under general aviation, but are treated separately in the AC due to their 

unique requirements. 

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

wheels touching the ground. 

n. Hazard to air navigation. Any object having a substantial adverse effect upon the safe and 

efficient use of the navigable airspace by aircraft, upon the operation of air navigation facilities, or upon 

existing or planned airport/heliport capacity as determined by the FAA. 

3 
AC 150/5390-2C 4/24/2012 

o. Heliport. The area of land, water, or a structure used or intended to be used for the landing 

and takeoff of helicopters, together with appurtenant buildings and facilities. 

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

level. 

q. Heliport imaginary surfaces. The imaginary planes defined in Title 14 CFR Part 77, Safe, 

Efficient Use, and Preservation of the Navigable Airspace, centered about the FATO and the 

approach/departure paths, which are used to identify the objects where notice to and evaluation by the 

FAA is required. Recommendations may include realignment of approach/departure paths or removal, 

lowering, marking and lighting of objects. 

r. Heliport layout plan. The plan of a heliport showing the layout of existing and proposed 

heliport facilities including the approach/departure paths. 

s. Heliport protection zone (HPZ). An area off the end of the FATO and under the 

approach/departure path intended to enhance the protection of people and property on the ground. 

t. Heliport reference point (HRP). The geographic position of the heliport expressed as the 

latitude and longitude at: 

(1) The center of the FATO, or the centroid of multiple FATOs, for heliports having visual 

and non-precision instrument approach procedures; or 

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

u. Helistop. A term sometimes used to describe a minimally developed heliport for boarding 

and discharging passengers or cargo. This AC does not use this term, as the design standards and 

recommendations this AC apply to all heliports. 

v. Hospital heliport. A heliport limited to serving helicopters engaged in air ambulance, or 

other hospital related functions. A designated helicopter landing area located at a hospital or medical 

facility is a heliport and not a medical emergency site. 

w. Hover taxi (also called air taxi). The movement of a wheeled or skid-equipped helicopter 

above the surface. Generally, this takes place at a wheel/skid height of 1 to 5 feet (0.3 to 1.5 m) and at a 

ground speed of less than 20 knots (37 km/h). For facility design purposes, assume a skid-equipped 

helicopter to hover-taxi. 

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

the helicopter lands. 

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

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

of the design helicopter. 

aa. Medical emergency site. An unprepared site at or near the scene of an accident or similar 

medical emergency on which a helicopter may land to pick up a patient in order to provide emergency 

medical transport. A medical emergency site is not a heliport as defined in this AC. 

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

cc. Obstruction to air navigation. Any fixed or mobile object, including a parked helicopter, of 

greater height than any of the heights or surfaces presented in subpart C of part 77 (see also paragraph 

111 in this AC). 

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

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

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

ff. Prior permission required (PPR) heliport. A heliport developed for exclusive use of the 

owner and persons authorized by the owner and about which the owner and operator ensure all authorized 

pilots are thoroughly knowledgeable. These features include but are not limited to: approach/departure 

path characteristics, preferred heading, facility limitations, lighting, obstacles in the area, and size and 

weight capacity of the facility. 

gg. Public use heliport. A heliport available for use by the general public without a requirement 

for prior approval of the owner or operator. 

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

ii. Rotor downwash. The downward movement of air caused by the action of the rotating main 

rotor blades. When this air strikes the ground or some other surface, it causes a turbulent outflow of air 

from beneath the helicopter. 

jj. Safety area. A defined area on a heliport surrounding the FATO intended to reduce the risk 

of damage to helicopters accidentally diverging from the FATO. 

kk. Shielded obstruction. A proposed or existing obstruction that does not need to be marked or 

lighted due to its close proximity to another obstruction whose highest point is at the same or higher 

elevation. 

ll. Shoulder line. A marking line perpendicular to a helicopter parking position centerline that is 

intended to provide the pilot with a visual cue to assist in parking. 

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

nn. Tail rotor arc radius. The distance from the hub of the main rotor to the outermost tip of the 

tail rotor or the rear-most point of the helicopter tail, whichever is farther. 

oo. Takeoff position. An area, normally located on the centerline and at the ends of an elongated 

TLOF, from which the helicopter takes off. Typically, there are two such positions on an elongated 

TLOF, one at each end. 

pp. Taxi route. An obstruction-free corridor established for the movement of helicopters from 

one part of a heliport/airport to another. A taxi route includes the taxiway plus the appropriate clearances 

on both sides. 

qq. Taxiway. A marked route between the TLOF and other areas on the heliport. This AC 

defines two types of helicopter taxiways: 

(1) Ground taxiway. A taxiway intended to permit the surface movement of a wheeled 

helicopter under its own power with wheels on the ground. The minimum dimensions defined for a 

ground taxiway may not be adequate for hover taxi. 

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

rr. Touchdown and liftoff area (TLOF). A load-bearing, generally paved area, normally 

centered in the FATO, on which the helicopter lands and/or takes off. 

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

scheduled service. 

tt. Touchdown/positioning circle (TDPC) marking. A circular marking located in the center 

of a TLOF or a parking position. When the pilot’s seat is over the TDPC, the whole of the helicopter 

undercarriage will be within the TLOF or parking position and all parts of the helicopter rotor system will 

be clear of any obstacle by a safe margin. 

5 
 

 

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

uu. Unshielded obstruction. A proposed or existing obstruction that may need to be marked or 

lighted since it is not near another marked and lighted obstruction whose highest point is at the same or 

higher elevation. 

109. Selection of approach/departure paths. Design heliports to the extent practicable for two 

approach/departure paths. Consider items such as the following in selecting the approach/departure paths: 

a. Wind. Well-designed approach/departure paths permit pilots to avoid downwind conditions 

and minimize crosswind operations. Align the preferred flight approach/departure path, to the extent 

feasible, with the predominant wind direction. Base other approach/departure paths on the assessment of 

the prevailing winds or, when this information is not available, separate such flight paths and the 

preferred flight path by at least 135 degrees. If it is not feasible to provide complete coverage of wind 

through multiple approach/departure paths, operational limitations may be necessary under certain wind 

conditions. See paragraph 101. 

b. Obstructions. In determining approach/departure paths, take into account the obstructions in 

the vicinity of the heliport and, in particular, those likely to be a hazard to air navigation. See paragraph 

111. 

c. Environmental impacts. In environmentally sensitive areas, select the final 

approach/departure path(s) to minimize any environmental impact, providing it does not decrease flight 

safety. See paragraph 113. 

110. Notification requirements. Part 157 sets requirements for persons proposing to construct, 

activate, deactivate, or alter a heliport to give advance notice of their intent to the FAA. This includes 

changing the size or number of FATOs; adding, deleting, or changing an approach or departure route; or 

changing heliport status. An example of a heliport status change would be a change from private to public 

use or vice versa. When notification is required, file Form 7480-1 (see Figure 1–1) with the appropriate 

FAA Airports Regional or District Office at least 90 days before construction, alteration, deactivation, or 

change in use. See the FAA Airports web site at http://www.faa.gov/airports/ for contact information. 

a. Draw the heliport layout plan to scale showing key dimensions, such as the heliport elevation, 

TLOF size, FATO size, safety area size, distance from safety area perimeter to property edges, and 

approach/departure paths showing locations of buildings, trees, fences, power lines, obstructions (including 

elevations), schools, churches, hospitals, residential communities, waste disposal sites, and other significant 

features as specified on Form 7480-1 and as suggested in Figure 1–2. 

b. The preferred type of location map is the 7.5-minute U.S. Geological Survey Quadrangle Map, 

available from the US Geological Survey at nationalmap.gov. Web-based maps are also acceptable. Show 

the location of the heliport site and the approach/departure paths on the map. Point out the heliport site on 

this map with an arrow. Indicate the latitude and longitude of the proposed heliport in North American 

Datum of 1983 (NAD-83) coordinates. See Figure 1–3. 

c. The FAA role. The FAA will conduct an aeronautical study of the proposed heliport under 

part 157. Title 14 CFR Part 157.7, FAA determinations, states: “The FAA will conduct an aeronautical 

study of an airport proposal and, after consultations with interested persons, as appropriate, issue a 

determination to the proponent and advise those concerned of the FAA determination. The FAA will 

consider matters such as the effects the proposed action would have on existing or contemplated traffic 

patterns of neighboring airports; the effects the proposed action would have on the existing airspace 

structure and projected programs of the FAA; and the effects that existing or proposed manmade objects 

(on file with the FAA) and natural objects within the affected area would have on the airport proposal. 

While determinations consider the effects of the proposed action on the safe and efficient use of airspace 

by aircraft and the safety of persons and property on the ground, the determinations are only advisory. 

Except for an objectionable determination, each determination will contain a determination-void date to 

6 
4/24/2012 AC 150/5390-2C 

facilitate efficient planning of the use of the navigable airspace. A determination does not relieve the 

proponent of responsibility for compliance with any local law, ordinance or regulation, or state or other 

federal regulation. Aeronautical studies and determinations will not consider environmental or land use 

compatibility impacts.” 

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

7 
EARHART AVENUE 

AUTO PARKING AREA 

CITY PROPERTY

N 

OFFICE 

FUTURE HELICOPTER PARKING 

FATO LIGHTS 

FLUSH TLOF PERIMETER LIGHTS 

LANDING DIRECTION 

CITY PROPERTY 

APPROACH/
 DEPARTURE
 

DEPARTURE 

APPROACH/ 

LIGHTS 

TLOF SURFACE 

SURFACE IN-GROUND FATO EDGE MARKERS 

SAFETY AREA 

HELIPORT PROPERTY LINE 

Note: Draw layout diagramsto scale with key dimensions shown as TLOF size, FATO 

size, safety area size, distances from safety area perimeter to property edges, etc. 

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

Figure 1–2. Example of a Heliport Layout Plan 

d. Penalty for failure to provide notice. Persons who fail to give notice are subject to civil 

penalty under Title 49 United States Code 46301, Civil Penalties, of not more than $25,000 (or $1,100 if the 

person is an individual or small business concern). 

e. Notice exemptions. Paragraph 157.1, Applicability, of part 157 exempts sites meeting one of 

the conditions below from the requirement to submit notice. These exemptions do not negate a notice or 

formal approval requirement prescribed by state law or local ordinance. For the purposes of applying the 

part 157 exemption criteria cited in (2) and (3) below, a landing and associated takeoff is considered to be 

one operation. Part 157.1 projects are: 

(1) [A heliport] subject to conditions of a federal agreement that requires an 

approved current heliport layout plan to be on file with the FAA, or 

(2) [A heliport] at which flight operations will be conducted under visual 

flight rules (VFR) and which is used or intended to be used for a period of less than 30 

consecutive days with no more than 10 operations per day. 

8 
 

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

(3) The intermittent use of a site that is not an established airport, that is 

used or intended to be used for less than 1 year, and at which flight operations will be 

conducted only under VFR. For the purpose of this part, “intermittent use of a site” 

means: 

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

any one week and 

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

site. 

111. Hazards to air navigation. Part 77 establishes requirements for notification to the FAA of 

objects that may affect navigable airspace. It sets standards for determining obstructions to navigable 

airspace and provides for aeronautical studies of such obstructions to determine their effect on the safe 

and efficient use of airspace. Part 77 applies only to public airports and heliports, airports operated by a 

federal agency or the Department of Defense, and private airports and heliports with at least one FAAapproved instrument approach procedure. See Figure 1–4. 

a. FAA studies. 

(1) Part 77. Part 77 defines objects that are obstructions to surfaces. Presume these objects to 

be hazards unless an FAA study determines otherwise. The FAA conducts aeronautical studies to 

determine the physical and electromagnetic effect on the use of navigable airspace, air navigational 

facilities, public airports and heliports, and private airports and heliports with at least one FAA-approved 

instrument approach procedure. The FAA encourages public agencies to enact zoning ordinances to 

prevent man-made features from becoming hazards to navigation. 

(2) Part 157. While the FAA performs aeronautical studies under part 157 (see paragraph 

110.c), such studies do not identify hazards to private facilities that do not have an FAA-approved 

instrument approach. 

b. Mitigation of hazards. You may mitigate the adverse effect of an object presumed or 

determined to be a hazard by: 

(1) Removing the object. 

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

(3) Marking and/or lighting the object, provided an FAA aeronautical study has determined 

that the object would not be a hazard to air navigation if it were marked and/or lighted. Find guidance on 

marking and lighting objects in AC 70/7460-1, Obstruction Marking and Lighting. 

c. Notification requirements. Part 77 requires persons proposing certain construction or 

alteration to give 45-day notice to the FAA of their intent. Use FAA Form 7460-1, Notice of Proposed 

Construction or Alteration to provide notification. See https://oeaaa.faa.gov for more information and to 

download the form. 

d. Heliport development plans. Future public heliport development plans and feasibility studies 

on file with the FAA may influence the determinations resulting from part 77 studies. Owners of public 

heliports and owners of private heliports with FAA-approved instrument approach procedures can ensure 

full consideration of future heliport development in part 77 studies only when they file plans with the FAA. 

Include in heliport plan data the coordinates and elevations of planned FATO(s), approach/departure paths 

including their azimuths, and types of approaches for any new FATO or modification of an existing FATO. 

9 
AC 150/5390-2C 4/24/2012 

Figure 1–3. Example of a Heliport Location Map 

112. Federal assistance. The FAA administers a grant program that provides financial assistance to 

eligible sponsors to develop a public use heliport. Information on federal aid program eligibility 

requirements is available from FAA Airports Regional and District Offices and on the FAA Airports web 

site, www.faa.gov/airports. 

113. Environmental impact analyses. The National Environmental Policy Act of 1969 requires the 

FAA to consider potential environmental impacts prior to agency decision making, including, for 

example, the decision to fund or approve a project, plan, license, permit, certification, rulemaking, or 

operations specification, unless these actions are within an existing categorical exclusion and no 

10 
4/24/2012 AC 150/5390-2C 

extraordinary circumstances exist. Actions that may require an environmental assessment are normally 

associated with federal grants or heliport layout plan approvals leading to the construction of a new 

heliport or significant expansion of an existing heliport. 

a. Assessment items. An environmental assessment addresses noise, historic and cultural 

resources, wildlife, energy conservation, land usage, air quality, water quality, pollution prevention, light 

emissions and other visual effects, electromagnetic fields, other public health and safety issues, the “no 

action” alternative and a reasonable range of feasible alternatives, including mitigation not integrated into 

the alternative initially. It also describes the action taken to ensure public involvement in the planning 

process. An opportunity for a public hearing may be required for the federally funded development of, or 

significant improvement to, an existing heliport. 

b. Guidance. FAA Order 5050.4, National Environmental Policy Act (NEPA) Implementing 

Instructions for Airport Projects, and FAA Order 1050.1, Polices and Procedures for Considering 

Environmental Impacts, and other supplemental guidance from FAA Air Traffic and Flight Standards 

provide guidance on environmental impact analysis. Contact state and local governments, including 

metropolitan planning organizations and local transit agencies, directly as they may also require an 

environmental report. The procedures in AC 150/5020-1, Noise Control and Compatibility Planning for 

Airports, describe a means of assessing the noise impact. Contact the appropriate FAA Airports Regional 

or District Office for current information related to assessing noise impact of heliports. Proponents of 

non-federally assisted heliports work with local governmental authorities concerning environmental 

issues. 

114. Access to heliports by individuals with disabilities. Congress has passed various laws 

concerning access to airports. Since heliports are a type of airport, these laws are similarly applicable. 

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

115. State role. Many state departments of transportation, aeronautical commissions, or similar 

authorities require prior approval and, in some instances, a license for the establishment and operation of 

a heliport. Several states administer a financial assistance program similar to the federal program and are 

staffed to provide technical advice. Contact your respective state aeronautics commissions or departments 

for particulars on licensing and assistance programs. Contact information for state aviation agencies is 

available at http://www.faa.gov/airports/resources/state_aviation. 

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

that can affect heliport establishment and operation. Some have or are in the process of developing codes 

or ordinances regulating environmental issues such as noise and air pollution. A few localities have 

enacted specific rules governing the establishment of a heliport. Therefore, make early contact with 

officials or agencies representing the local zoning board, the fire, police, or sheriff's department, and the 

elected person(s) who represent the area where the heliport is to be located. 

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

11 
 

 

 

 

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

200 FT 

5000 FT 

FINAL APPROACH AND 

TAKEOFF AREA (FATO) 

1 

2 

5 

6 

4 

Notes: 

required by 14 CFR part 77.9). 

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

Antenna is less than 200 ft [61 m] in height, and penetrates the 25:1 surface (notice is 

required by 14 CFR part 77.9 (b)(3)). 

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

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

is not required). 

Building is more than 5,000 ft [1,525 m] from heliport (notice is required if building will be 

200 ft [61 m] or more in height). 

1 

3 

4 

5 

6 

Note: Notice under 14 CFR part 77 required for all public-use heliports or a private use heliport 

with at least one FAA-approved instrument approach procedure. 

[1524 M] 

[61 M] 

3 

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

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

12 
4/24/2012 AC 150/5390-2C 

Chapter 2. General Aviation Heliports 

201. General. A general aviation heliport accommodates helicopters used by individuals, 

corporations, and helicopter air taxi services. While general aviation heliports may be publicly owned, 

this is not required. Most general aviation heliports are privately owned. 

202. Applicability. The standards in this chapter apply to projects funded under the Airport 

Improvement Program (AIP) or the Passenger Facility Charge (PFC) program. For other 

projects/heliports, these standards are the FAA’s recommendations for designing all general aviation 

heliports. The design standards in this chapter assume that there will never be more than one helicopter 

within the final approach and takeoff area (FATO) and the associated safety area. If there is a need for 

more than one touchdown and liftoff area (TLOF) at a heliport, locate each TLOF within its own FATO 

and within its own safety area. Figure 2–1 illustrates the essential features of a general aviation heliport. 

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

Transitional Surface. 

APPROACH/DEPARTURE 

SURFACE 

Notes: 

1. 

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

FATO 

TLOF 

TLOF PERIMETER

 MARKING 

WIND

 CONE 

APPROACH/DEPARTURE 

SURFACE 

IN-GROUND FATO EDGE MARKING 

SAFETY AREA 

TDPC MARKING 

HELIPORT IDENTIFICATION 

MARKING 

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

13 
AC 150/5390-2C 4/24/2012 

203. Prior permission required (PPR) facilities. The standards in this AC are recommended for all 

heliports. As PPR heliports are never eligible for federal financial assistance, do not interpret any 

recommendation in this AC that is not required by federal law or regulation as mandatory for PPR 

heliports. Recommendations for PPR heliports are provided in recognition of the unique nature of 

facilities where the operator ensures pilots are thoroughly familiar with the heliport, its procedures, and 

any facility limitations. 

204. Access by individuals with disabilities. Various laws require heliports operated by public 

entities and those receiving federal financial assistance to meet accessibility requirements. See paragraph 

114. 

205. Heliport site selection. 

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

general aviation heliport to consider the possible future need for instrument operations and expansion. 

b. Property requirements. The property needed for a general aviation heliport depends upon the 

volume and types of users, size of helicopters, and the scope of amenities provided. Property needs for 

helicopter operators and for passenger amenities frequently exceed those for “airside” purposes. 

c. Turbulence. Air flowing around and over buildings, stands of trees, terrain irregularities, etc. can 

create turbulence on ground-level and roof-top heliports that may affect helicopter operations. Where the 

FATO is located near the edge and top of a building or structure, or within the influence of turbulent 

wakes from other buildings or structures, assess the turbulence and airflow characteristics in the vicinity 

of, and across the surface of the FATO to determine if an air-gap between the roof, roof parapet or 

supporting structure, and/or some other turbulence mitigating design measure is necessary. FAA 

Technical Report FAA/RD-84/25, Evaluating Wind Flow around Buildings on Heliport Placement, 

addresses the wind’s effect on helicopter operations. Take the following actions in selecting a site to 

minimize the effects of turbulence. 

(1) Ground-level heliports. Features such buildings, trees, and other large objects can cause air 

turbulence and affect helicopter operations from sites immediately adjacent to them. 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. Establishing a 6 foot (1.8 m) or more air gap on all sides above the level 

of the roof will generally minimize the turbulent effect of air flowing over the roof edge. Keep air gaps 

free at all times of objects that would obstruct the airflow. If it is not practical to include an air gap or 

some other turbulence mitigating design measure where there is turbulence, operational limitations may 

be necessary under certain wind conditions. See paragraph 101. 

d. Electromagnetic effects. Nearby electromagnetic devices, such as a large ventilator motor, 

elevator motor or other devices that consume large amounts of electricity may cause temporary 

aberrations in the helicopter magnetic compass and interfere with other onboard navigational equipment. 

206. Basic layout. A basic heliport consists of a TLOF contained within a FATO. A safety area 

surrounds the FATO. Table 2-1 shows how the standards for safety area width vary 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 contains only one TLOF. Provide appropriate approach/departure airspace to allow safe 

approaches to and departures from landing sites. To the extent feasible, align the preferred 

approach/departure path with the predominant winds. See paragraph 210. 

14 
 

 

 

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

Table 2-1. Minimum VFR Safety Area Width 

as a Function of General Aviation and PPR Heliport Markings 

General aviation heliports 

1

/3 RD but 

not less than 

20 ft (6 m)** 

1

/3 RD but 

not less than 

30 ft (9 m)** 

1⁄2D but 

not less than 

20 ft (6 m) 

1⁄2 D but 

not less than 

30 ft (9 m) 

PPR heliports 

1

/3 RD but 

not less than 

10 ft (3 m) ** 

1

/3 RD but 

not less than 

20 ft (6 m)** 

1⁄2 D but 

not less than 

20 ft (6 m) 

1⁄2 D but 

not less than 

30 ft (9 m) 

TLOF perimeter marked Yes Yes No No 

FATO perimeter marked Yes Yes Yes Yes 

Standard “H” marking Yes No Yes No 

D: Overall length of the design helicopter 

RD: Rotor diameter of the design helicopter 

** Also applies when the FATO is not marked. Do not mark the FATO if (a) the FATO (or part of the 

FATO) is a non-load bearing surface and/or (b) the TLOF is elevated above the level of a surrounding loadbearing area. 

207. Touchdown and liftoff area (TLOF). 

a. TLOF location. TLOFs of general aviation heliports are at ground level, on elevated structures, 

and at rooftop level. Center the TLOF within the FATO. At a PPR rooftop or other PPR elevated facility, 

where the entire FATO is not load-bearing, locating the TLOF in a load-bearing area (LBA) that is as 

large as possible may provide some operational advantages. In this case, locate the TLOF in the center of 

the LBA. 

b. TLOF size. Design the TLOF so the minimum dimension (length, width, or diameter) is at least 

equal to the RD of the design helicopter (except as noted in (2) below). Design the TLOF to be 

rectangular or circular. Each has its advantages. A square or rectangular shape provides the pilot with 

better alignment cues than a circular shape, but a circular TLOF may be more recognizable in an urban 

environment. Increasing the LBA centered on the TLOF may provide some safety and operational 

advantages. At PPR facilities, if only a portion of the TLOF is paved, design the TLOF so the minimum 

length and width of this paved portion is not less than two times the maximum dimension (length or 

width) of the undercarriage of the design helicopter. Locate the center of the TLOF in the center of this 

paved portion. To avoid the risk of catching a skid and the potential for a dynamic rollover, make sure 

there is no difference in elevation between the paved and unpaved portions of the TLOF. 

(1) Elevated public general aviation heliport. If the FATO outside the TLOF is not loadbearing, increase the minimum width, length or diameter of the TLOF to the overall length (D) of the 

design helicopter. See paragraph 207.b(3). 

(2) Elevated PPR heliports. At PPR rooftop or elevated facilities where the height of the TLOF 

surface above the adjacent ground or structure is no greater than 30 inches (76 cm), and there is a solid 

adjacent ground or structure equal to the rotor diameter (RD) able to support 20 lbs/sq ft (98 kg/sq m) live 

load, design the minimum dimension of the TLOF to be at least the smaller of the RD and two times the 

maximum dimension (length or width) of the undercarriage of the design helicopter. Locate the center of 

the LBA of the TLOF in the center of the FATO. 

(3) Elongated TLOF. An elongated TLOF can provide an increased safety margin and greater 

operational flexibility. As an option, design an elongated TLOF with a landing position in the center and 

two takeoff positions, one at either end. Design the landing position to have a minimum length equal to 

the RD of the design helicopter. If the TLOF is elongated, also provide an elongated FATO. Figure 2–3 

shows an elongated TLOF and an elongated FATO. 

15 
AC 150/5390-2C 4/24/2012 

TLOF 

FATO 

DIM 

A 

B 

C 

E 

F 

ITEM 

Minimum TLOF Length 

VALUE 

1 RD 

1 RD 

G See Table 2-1 

Minimum TLOF Width 

Minimum FATO Width 

Minimum FATO Length 

Minimum Safety Area Width 

Minimum Separation 

Between the Perimeters 

See Paragraph 207.a.(1) and 

of elevations above 1000' 

Figure 2-5 for adjustments 

NOTES 

of the TLOF and FATO 

B 

E 

F 

A C 

G 

SAFETY AREA 

Note: For a circular TLOF and FATO, dimensions A, B, C and E refer to diameters. 

1 1

2 D 

1 1

2 D 

3 4 D - 1

2 RD 

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

General Aviation 

16 
4/24/2012 AC 150/5390-2C 

DIM 

A 

B 

C 

E 

ITEM VALUE 

1 RD 

1 RD 

F See Table 2-1 

NOTES 

Minimum TLOF Width 

Minimum FATO Width 

Minimum Safety Area Width 

Minimum Separation 

Between the Perimeters 

of the TLOF and FATO 

Position Length 

Minimum TLOF/Landing 

1 1

2 D 

3 4 D - 1

2 RD 

A 

B 

C 

E 

F 

E 

F 

TAKEOFF POSITION 

TAKEOFF POSITION 

FATO 

TLOF 

LANDING POSITION 

SAFETY AREA 

Note: For a circular TLOF and FATO, dimensions A, B, C and E refer to diameters. 

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

c. Ground-level TLOF surface characteristics. 

(1) Design loads. Design the TLOF and any supporting TLOF structure to be capable of 

supporting the dynamic loads of the design helicopter. 

(2) Paving. Provide either a paved or aggregate-turf surface for the TLOF (see AC 150/5370-10, 

Standards for Specifying Construction of Airports items P-217, Aggregate-Turf Pavement and P-501, 

Portland Cement Concrete Pavement). Use portland cement concrete (PCC) when feasible for groundlevel facilities. An asphalt surface is less desirable for heliports as it may rut under the wheels or skids of 

17 
AC 150/5390-2C 4/24/2012 

a parked helicopter. This has been a factor in some rollover accidents. Use a broomed or roughened 

pavement finish to provide a skid-resistant surface for helicopters and non-slippery footing for people. 

For PPR heliports where only a portion of the TLOF is paved, design the paved portion to dynamic loadbearing. Design the adjacent ground or structure of the TLOF for the static loads of the design helicopter. 

d. Rooftop and other elevated TLOFs. 

(1) Design loads. Design elevated TLOFs and any TLOF supporting structure to capable of 

supporting the dynamic loads of the design helicopter described in paragraph 707.b. An elevated heliport 

is illustrated in Figure 2–4. 

(2) Elevation. Elevate the TLOF above the level of any obstacle in the FATO and safety area 

that cannot be removed. 

(3) Obstructions. Elevator penthouses, cooling towers, exhaust vents, fresh-air vents, and other 

raised features can affect heliport operations. Establish control mechanisms to ensure obstruction hazards 

are not installed after the heliport is operational. 

(4) Air quality. Helicopter exhaust can affect building air quality if the heliport is too close to 

fresh air vents. When designing a building intended to support a helipad, locate fresh air vents 

accordingly. When adding a heliport to an existing building, relocate fresh air vents if necessary or, if that 

is not practical, installing charcoal filters or a fresh air intake bypass louver system for HVAC systems 

may be adequate. 

(5) TLOF surface characteristics. Construct rooftop and other elevated heliport TLOFs of 

metal or concrete (or other materials subject to local building codes). Use a finish for TLOF surfaces that 

provides a skid-resistant surface for helicopters and non-slippery footing for people. 

(6) Safety net. If the platform is elevated 4 feet (1.2 m) or more above its surroundings, Title 29 

CFR Part 1910.23, Guarding Floor and Wall Openings and Holes, requires the provision of fall 

protection. The FAA recommends such protection for all platforms elevated 30 inches (76 cm) or more. 

However, do not use permanent railings or fences since they would be safety hazards during helicopter 

operations. As an option, install a safety net meeting state and local regulations but not less than 5 feet 

(1.5 m) wide. Design the safety net to have a load carrying capability of 25 lbs/sq ft (122 kg/sq m). Make 

sure the net, as illustrated in Figure 2–28, does not project above the level of the TLOF. Fasten both the 

inside and outside edges of the safety net to a solid structure. Construct nets of materials that are resistant 

to environmental effects. 

18 
HELIPORT BEACON 

LIGHTED WIND CONE 

FATO 

RAISED TLOF 

5 FT [1.5 M] WIDE 

SAFETY NET 

SAFETY AREA 

FLUSH TLOF 

LIGHTING 

RAMP 

Post at Personnel Entrance 

CAUTION 

HELICOPTER LANDING
 

AREA
 

SAFETY 

AVOID FRONT AND REAR
 

AREA OF HELICOPTER
 

STAY CLEAR
 

OF THE
 

AVOID FRONT AND REAR TAIL ROTOR
 

AREA OF HELICOPTER Notes: APPROACH AND LEAVE HELICOPTER AS DIRECTED BY CREW
 

IN A CROUCHED MANNER WHEN ROTORS ARE TURNING
 

1. See Figure 2-28, Elevated TLOF Perimeter Lighting: General INSTRUCTIONS Aviation, for detailed views of the safety net and lighting. AUTHORIZED
 

PERSONNEL
 2. TLOF size and weight limitation box is not ONLY shown for clarity. 

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

Figure 2–4. Elevated Heliport: General Aviation 

19
 
AC 150/5390-2C 4/24/2012 

(7) Access to elevated TLOFs. Title 29 CFR Part 1926.34, Means of Egress, requires two 

separate access points for an elevated structure such as one supporting an elevated TLOF. Title 29 CFR 

Part 1910.24, Fixed Industrial Stairs applies to stairs. Design handrails required by this regulation to fold 

down or be removable to below the level of the TLOF so they will not be hazards during helicopter 

operations. 

e. TLOF gradients. See paragraph 702 for TLOF gradient standards. 

208. Final approach and takeoff area (FATO). A general aviation heliport has at least one FATO. 

The FATO contains a TLOF within its borders at which arriving helicopters terminate their approach and 

from which departing helicopters take off. 

a. FATO size. 

(1) Design the minimum width, length, or diameter of a FATO to be at least 1.5 times the overall 

length (D) of the design helicopter. Design the FATO to be circular or rectangular, regardless of the shape 

of the TLOF. At elevations above 1,000 feet MSL, include a longer, rectangular FATO to provide an 

increased safety margin and greater operational flexibility. Use the additional FATO length depicted in 

Figure 2–5. Where the operator of a PPR heliport chooses not to provide additional FATO length, the 

operator makes sure that all pilots using the facility are thoroughly knowledgeable with this and any other 

facility limitations. 

(2) Design the minimum distance between the TLOF perimeter and the FATO perimeter to be 

not less than the distance (3⁄4 D - 1⁄2 RD) where D is the overall length and RD is the rotor diameter of the 

design helicopter. Note that if the TLOF and FATO are not of similar shape, this applies at all points of 

the TLOF perimeter. The relationship of the TLOF to the FATO and the safety area is shown in Figure 2– 

2. 

b. FATO surface characteristics. If the heliport operator marks the TLOF, the FATO outside the 

TLOF need not load-bearing. 

(1) Ground level public general aviation heliports. If the heliport operator does not mark the 

TLOF (see paragraph 215.a), and/or intends that the helicopter be able to land anywhere within the 

FATO, design the FATO outside the TLOF and any FATO supporting structure, like the TLOF, to be 

capable of supporting the dynamic loads of the design helicopter, as described in paragraph 707.b. 

(2) Ground level PPR heliports. If the heliport operator does not mark the TLOF, and/or 

intends for the helicopter to be able to land anywhere within the FATO, design the FATO outside the 

TLOF and any FATO supporting structure, like the TLOF, to be capable of supporting the dynamic loads 

of the design helicopter, as described in paragraph 707.b. 

20 
4/24/2012 AC 150/5390-2C 

300 

200 

100 

0 

0 1 2 3 4 5 6 

0 

90 

60 

30

ADDITION TO FATO LENGTH IN FEET

ADDITION TO FATO LENGTH IN METERS 

SITE ELEVATION (IN THOUSANDS OF FEET) 

Example: Add 80 feet to the basic FATO length for a site elevation of 3,200 feet. 

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

General Aviation 

(3) Elevated heliports. As an option, design the FATO outside the TLOF to extend into clear 

airspace. However, there are some helicopter performance benefits and increased operational flexibility if 

the FATO outside the TLOF is load bearing. Design the FATO outside of the TLOF to be load-bearing, 

or increase the minimum width and length or diameter of TLOF to the overall length of the design 

helicopter. 

(4) Elevated PPR heliports. For elevated PPR heliports, if the heliport operator intends to mark 

the TLOF, as an option design the FATO outside the TLOF and the safety area to extend into the clear 

airspace (see Figure 2–4). If the heliport operator does not mark the TLOF, and/or intends that the 

helicopter be able to land anywhere within the FATO, design the FATO outside the TLOF and any FATO 

supporting structure, like the TLOF, to support the dynamic loads of the design helicopter. As an option, 

increase the length and width or diameter of the LBA without a corresponding increase in the size of the 

FATO. 

(5) If the FATO is load-bearing, design the portion abutting the TLOF to be contiguous with the 

TLOF, with the adjoining edges at the same elevation. 

(6) If the FATO is unpaved, treat the FATO to prevent loose stones and any other flying debris 

caused by rotor downwash. 

(7) When the FATO or the LBA in which it is located is elevated 4 feet (1.2 m) or more above its 

surroundings, part 1910.23 requires the provision of fall protection. The FAA recommends such 

protection for all platforms elevated 30 inches (76 cm) or more. However, do not use permanent railings 

or fences since they would be safety hazards during helicopter operations. As an option, install a safety 

net meeting state and local regulations but not less than 5 feet (1.5 m) wide. Design the safety net to have 

a load carrying capability of 25 lbs/sq ft (122 kg/sq m). Make sure the net, as illustrated in Figure 2–28, 

21 
AC 150/5390-2C 4/24/2012 

does not project above the level of the TLOF. Fasten both the inside and outside edges of the safety net to 

a solid structure. Construct nets of materials that are resistant to environmental effects. 

c. Mobile objects within the FATO. The FATO design standards of this AC assume the TLOF and 

FATO are closed to other aircraft if a helicopter or other mobile object is within the FATO or the safety 

area. 

d. Fixed objects within the FATO. Remove all fixed objects projecting above the FATO elevation 

except for lighting fixtures, which may project a maximum of 2 inches (5 cm). See Figure 7–3. For 

ground level heliports, remove all above-ground objects to the extent practicable. 

e. FATO/FATO separation. If a heliport has more than one FATO, separate the perimeters of the 

two FATOs so the respective safety areas do not overlap. This separation assumes simultaneous 

approach/departure operations will not take place. If the heliport operator intends for the facility to 

support simultaneous operations, provide a minimum 200 foot (61 m) separation. 

f. FATO gradients. See paragraph 703 for FATO gradient standards. 

209. Safety area. A safety area surrounds a FATO. 

a. Safety area width. The standards for the width of the safety area are shown in Table 2-1. The 

value is the same on all sides. The provision or absence of standard heliport markings affects the width 

standards. As an option, design the safety area to extend into clear airspace. 

b. Mobile objects within the safety area. The safety area design standards of this AC assume the 

TLOF and FATO are closed to other aircraft if a helicopter or other mobile object is within the FATO or 

the safety area. 

c. Fixed objects within a safety area. Remove all fixed objects within a safety area projecting 

above the FATO elevation except for lighting fixtures, which may project a maximum of 2 inches (5 cm). 

See Figure 7–3. For ground level heliports, remove all above-ground objects to the extent practicable. 

d. Safety area surface. The safety area need not be load bearing. Figure 2–6 depicts a safety area 

extending over water. If possible, design the portion of the safety area abutting the FATO to be 

contiguous with the FATO with the adjoining edges at the same elevation. This is needed to avoid the risk 

of catching a helicopter skid or wheel. Clear the safety area of flammable materials and treat the area to 

prevent loose stones and any other flying debris caused by rotor wash. 

e. Safety area gradients. Find safety area gradient standards in Chapter 7. 

210. VFR approach/departure paths. The purpose of approach/departure airspace, shown in Figure 

2–7 and Figure 2–8 is to provide sufficient airspace clear of hazards to allow safe approaches to and 

departures from the TLOF. 

22 
PIER TAXIWAY 

FATO EXTENDS 

BEYOND PIER 

ON-SHORE 

PARKING APRON 

SAFETY ZONE 

EXTENDS BEYOND PIER 

TLOF 

Note: Some markings omitted for clarity. 

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

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

23 
AC 150/5390-2C 4/24/2012 

a. Number of approach/departure paths. Align preferred approach/departure paths with the 

predominant wind direction to avoid downwind operations and minimize crosswind operations. To 

accomplish this, design the heliport with more than one approach/departure path. Base other 

approach/departure paths on the assessment of the prevailing winds or, when this information is not 

available, separate such flight paths and the preferred flight path by at least 135 degrees. See Figure 2–7, 

Figure 2–8, and Figure 2–9. At a PPR heliport that has only one approach/departure path, the operator 

makes sure all pilots using the facility are thoroughly knowledgeable with this and any other facility 

limitations. A second flight path provides additional safety margin and operational flexibility. If it is not 

feasible to provide complete coverage of wind through multiple approach/departure paths, operational 

limitations maybe necessary under certain wind conditions. See paragraph 101. 

b. VFR approach/departure and transitional surfaces. Figure 2–7 illustrates the 

approach/departure and transitional surfaces. 

(1) An approach/departure surface is centered on each approach/departure path. 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 4,000 feet (1,219 m) where the width is 500 feet (152 m) at a height of 500 

feet (152 m) above the heliport elevation. 

(2) 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 feet (76 m) from the centerline. The transitional 

surface does not apply to the FATO edge opposite the approach/departure surface. 

(3) Make sure the approach/departure and transitional surfaces are free of penetrations unless an 

FAA aeronautical study determines such penetrations not to be hazards. The FAA conducts such 

aeronautical studies only at public heliports, heliports operated by a federal agency or the Department of 

Defense, and private airports with FAA-approved approach procedures. Paragraph 111 provides 

additional information on hazards to air navigation. 

(4) At PPR facilities, an alternative to considering transitional surfaces is to increase the size of 

the 8:1 approach/departure surface for a distance of 2,000 feet (610 m) as shown in Figure 2–9 and Figure 

2–11. The lateral extensions on each side of the 8:1 approach/departure surface start at the width of the 

FATO and are increased so at a distance of 2,000 feet (610 m) from the FATO they are 100 feet (30 m) 

wide. Make sure obstacles do not penetrate into both Area A and Area B. Make sure obstacles do not 

penetrate into Area A or Area B unless the FAA determines that the penetration is not a hazard. Mark or 

light all such penetrations. See paragraph 111 for more information on hazard determinations. 

c. Curved VFR approach/departure paths. As an option, include one curve in VFR 

approach/departure paths. As an option, design these paths to use the airspace above public lands, such as 

freeways or rivers. When including a curved portion in the approach/departure path, make sure the sum of 

the radius of the arc defining the center line and the length of the straight portion originating at the FATO 

is not less than 1,886 feet (575 m). Design the approach/departure path so the minimum radius of the 

curve is 886 feet (270 m) and the curve follows a 1,000 feet (305 m) straight section. Design the 

approach/departure path so the combined length of the center line of the curved portion and the straight 

portion is 4,000 feet (1,219 m). See Figure 2–8. Figure 2–10 shows a curved approach/departure path for 

an 8:1 approach/departure surface. 

24 
FATO 

PREDOMINATE WIND DIRECTION 

SURFACE BASED UPON THE 

PREFERRED APPROACH/DEPARTURE 

APPROACH/ 

DEPARTURE 

SURFACE 

(TYPICAL) 

SEE DETAIL 

OPPOSITE 

HELIPORT 

135° 

SHADED AREA 

TO HAVE SAME 

CHARACTERISTICS 

AS FATO 

250 FT [76 M] 

500 FT [152 M] 

500 FT

 [152 M] 

4,000 FT

 [1,219 M] 

LEGEND 

250 FT 

[76 M] 

FATO 

2:1 Transitional Surface 

8:1 Approach/Departure 

Surface 

500 FT

 [152 M] 

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

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

25 
 

500 FT 

[152 M] 

1,000 FT [305 M] 

R = 886 FT 

[270 M] 

500 FT 

[152 M] 

R = 1,886 FT [575 M] 

Legend: 

8:1 Approach/Departure
 

Surface
 

2:1 Transitional Surface 

Notes: 

1.	 Use any combination of straight portions and one curved portion using the following formula: 

S + R 1,886 ft [575 m] and R 886 ft [270 m], where S is the length of the straight portion(s) and R is the 

radius of the turn. Note that any combination 1,886 ft [575 m] will work. 

2.	 The minimum total length of the centerline of the straight and curved portion is 4,000 ft [1,219 m]. 

3.	 Helicopter take-off performance may be reduced in a curve. Consider a straight portion along the 

take-off climb surface prior to the start of the curve to allow for acceleration.
 

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

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

26 
P

E 

8:

1 

AP

P

ROAC

H

D/ E

ART

U

RE

S

U

R

FAC

Allow penetration(s) of Area A or Area B area but not both 

if marked or lighted and if not considered a hazard

100 FT [30 M] 

A

FATO

500 FT APPROACH/DEPARTURE SURFACE 8:1 [152 M] 

B 100 FT [30 M] 2,000 FT [610 M] 

4,000 FT [1,219 M] 

PLAN VIEW

2,000 FT [610 M] 

500 FT

 [ 152 M] 

FATO 

250 FT [76 M] ELEVATION VIEW 

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

Figure 2–9. VFR PPR Heliport Lateral Extension 

of the 8:1 Approach / Departure Surface: General Aviation 

27 
 

2,000 FT [610 M] 

A 

SEE NOTE 2 100 FT [30 M] 

8:1 APPROACH/DEPARTURE
 

SURFACE
 1,000 FT [305 M] 

B 

500 FT [153 M] 886 FT [272 M] RADIUS 

A 

SEE NOTE 2 

100 FT [30 M] 

B 

1886 FT [575 M] 

RADIUS 

8:1 APPROACH/DEPARTURE 

SURFACE 

500 FT [153 M] Notes: 

1.	 The approach surface may consist of one curved portion preceded and/or followed by one straight portion

such that: S + R 1,886 ft [575 m] and R 886 ft [270 m], where S is the length of the straight portion(s) 

and R is the radius of the turn. Note that any combination 1,886 ft [575 m] will work. 

2.	 The minimum total length of the centerline of the straight and curved portions is 4,000 ft [1,219 m]. 

3.	 Helicopter take-off performance may be reduced in a curve. Consider a straight portion along the 

take-off climb surface prior to the start of the curve to allow for acceleration. 

4.	 Allow penetration(s) of Are a A or Area B area but not both if marked or lighted and if not considered a hazard. 

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

Figure 2–10. VFR PPR Heliport Lateral Extension 

of the Curved 8:1 Approach / Departure Surface: General Aviation 

28 
4/24/2012 AC 150/5390-2C 

d. Flight path alignment guidance. As an option, use flight path alignment markings and/or flight 

path alignment lights (see paragraphs 215 and 216) where it is desirable and practicable to indicate 

available approach and/or departure flight path direction(s). See Figure 2–11. 

e. Periodic review of obstructions. Vigilant heliport operators reexamine obstacles in the vicinity 

of approach/departure paths on at least an annual basis. This reexamination includes an appraisal of the 

growth of trees near approach and departure paths. Paragraph 111 provides additional information on 

hazards to air navigation. Pay particular attention to obstacles that need to be marked or lighted. It may be 

helpful to maintain a list of the GPS coordinates and the peak elevation of obstacles. 

211. Heliport protection zone (HPZ). The FAA recommends the establishment of an HPZ for each 

approach/departure surface. The HPZ 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 2–125. The 

HPZ is intended to enhance the protection of people and property on the ground. This is achieved through 

heliport owner control over the HPZ. Such control includes clearing HPZ areas (and maintaining them 

clear) of incompatible objects and activities. The FAA discourages residences and places of public 

assembly in an HPZ. (Churches, schools, hospitals, office buildings, shopping centers, and other uses 

with similar concentrations of persons typify places of public assembly.) Do not locate hazardous 

materials, including fuel, in the HPZ. 

212. Wind cone. 

a. Specification. Use a wind cone conforming to AC 150/5345-27, Specification for Wind Cone 

Assemblies, to show the direction and magnitude of the wind. Use a color that provides the best possible 

color contrast to its background. 

b. Wind cone location. Locate the wind cone so it provides the pilot with valid wind direction and 

speed information in the vicinity of the heliport under all wind conditions. 

(1) At many landing sites, there may be no single, ideal location for the wind cone. At other sites, 

it may not be possible to site a wind cone at the ideal location. In such cases, install more than one wind 

cone in order to provide the pilot with all the wind information needed for safe operations. 

(2) Place the wind cone so a pilot on the approach path can see it clearly when the helicopter is 

500 feet (150 m) from the TLOF. 

(3) Place the wind cone so pilots can see it from the TLOF. 

(4) To avoid presenting an obstruction hazard, locate the wind cone(s) outside the safety area, 

and so it does not penetrate the approach/departure or transitional surfaces. 

c. Wind cone lighting. At a heliport intended for night operations, illuminate the wind cone, either 

internally or externally, to ensure it is clearly visible. 

213. Taxiways and taxi routes. Taxiways and taxi routes provide 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 Figure 2–13, Figure 2–14, and Figure 2–15. At heliports with no parking or 

refueling area outside the TLOF(s), it is not necessary to provide a taxi route or taxiway. 

29 
BIDIRECTIONAL AND SINGLE FLIGHT PATHS 

SAFETY AREA 

SINGLE FLIGHT 

PATH MARKING 

FATO 

BIDIRECTIONAL 

FLIGHT PATH MARKING 

TLOF 

SEE DETAIL A 

10 FT [3.0 M] 5 FT [1.5 M] MINIMUM 

1.5 FT

 [0.46 M] 

LIGHTS (3 MINIMUM) 5 FT 5 - 10 FT [1.5 M] [1.5 - 3.0 M] SPACING 

DETAIL A FLIGHT PATH ALIGNMENT MARKING DETAIL 

Notes (arrow): Notes (lights): 

1. Arrowheads have constant 1. Light type: omnidirectional green lights 

dimensions 

2. If necessary, locate lights outside arrow 

2. If necessary, adjust stroke length to match length

available (Minimum length: 10 ft [3 m])
 

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

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

30 
8:1 APPROACH/DEPARTURE SURFACE 

2:1 TRANSITIONAL SURFACE 

2:1 TRANSITIONAL SURFACE 

HELIPORT
 

PROTECTION ZONE

 280 FT [85 M]
 

AT GROUND LEVEL
 

8:1 APPROACH/DEPARTURE SURFACE 

SAFETY AREA 

FATO 

TLOF 

2:1 TRANSITIONAL SURFACE 

2:1 TRANSITIONAL SURFACE 

FATO 

HELIPORT
 

PROTECTION ZONE

 280 FT [85 M]
 

AT GROUND LEVEL
 

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

Figure 2–12. Heliport Protection Zone: General Aviation 

31 
 

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

PAVED TAXIWAY WIDTH

 NOT LESS THAN TWO TIMES 

THE UNDERCARRIAGE WIDTH 

OF THE DESIGN HELICOPTER 

TAXIWAY EDGE MARKING:

 TWO CONTINUOUS 6 IN [15 CM]

 YELLOW LINES SPACED 6 IN [15 CM] APART 

TAXI ROUTE WIDTH 

SEE TABLE 2-2 FOR 

TAXIWAY/TAXI ROUTE WIDTH 

TAXIWAY CENTERLINE MARKING: 

CONTINUOUS 6 IN [15 CM] YELLOW LINE 

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

32 
TAXIWAY RAISED EDGE MARKERS

SPACING: 15 FT [4.6 M] ON STRAIGHT SEGMENTS

10 FT [3.0 M] ON CURVED SEGMENTS 

UNPAVED TAXIWAY WIDTH

 1 RD BUT NOT MORE

 THAN 35 FT [10.7 M]

TAXIWAY/TAXI

 ROUTE WIDTH

SEE TABLE 2-2

4 IN [10 CM] DIA X

6 IN [15 CM] HIGH MAX

CYLINDER ON A

2 IN [5 CM] SUPPORT 12 IN [30 CM] MIN DIA DISC

AT GRADE OR

NOT TO EXCEED 3 IN [7 CM]

TAXIWAY RAISED EDGE

MARKER DETAIL

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

Figure 2–14. Taxiway/Taxi Route Relationship – 

Unpaved Taxiway with Raised Edge Markers: General Aviation 

33 
TAXIWAY FLUSH IN-GROUND EDGE MARKERS

5 FT X 1 FT [1.5 M X 30 CM]

SPACING: 15 FT [4.6 M] ON STRAIGHT SEGMENTS

10 FT [3.0 M] ON CURVED SEGMENTS

UNPAVED TAXIWAY WIDTH

 2X UNDERCARRIAGE WIDTH

TAXIWAY/TAXI OF THE DESIGN HELICOPTER 

 ROUTE WIDTH

SEE TABLE 2-2

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

Figure 2–15. Taxiway/Taxi Route Relationship – 

Unpaved Taxiway with Flush Edge Markers: General Aviation 

34 
4/24/2012 AC 150/5390-2C 

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. 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, design the facility with 

hover taxiway widths rather than ground taxiway widths. Where the visibility of the centerline marking 

cannot 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, determine the minimum taxiway/taxi route dimensions as if 

there was no centerline marking. 

b. Surfaces. For ground taxiways, provide a portland cement concrete, asphalt, or stabilized 

surfaces, such as turf, in accordance with the standards of items P-217 of AC 150/5370-10. For unpaved 

portions of taxiways and taxi routes, provide a turf cover or treat the surface in some way to prevent dirt 

and debris from being raised by a taxiing helicopter’s rotor wash. 

c. Gradients. Taxiway and taxi route gradient standards are defined in Chapter 7. 

214. Helicopter parking. If more than one helicopter at a time is expected at a heliport, design the 

facility with an area designated for parking helicopters. The size of this area depends on the number and 

size of specific helicopters to be accommodated. It is not necessary that every parking position 

accommodate the design helicopter. Construct individual parking positions to accommodate the helicopter 

size and weights expected to use the parking position at the facility. However, use the design helicopter to 

determine the separation between parking positions and taxi routes. Use the larger helicopter to determine 

the separation between parking positions intended for helicopters of different sizes. Build the parking 

positions to support the static loads of the helicopter intended to use the parking area. Design parking 

areas as one large, paved, apron or as individual, paved, parking positions. Ground taxi turns of wheeled 

helicopters are significantly larger than a hover turn. Consider the turn radius of helicopters when 

designing taxi intersections and parking positions for wheeled helicopters. Design heliport parking areas 

so helicopters will be parked in an orientation that keeps the “avoid areas” around the tail rotors clear of 

passenger walkways. See Figure 2–16, Figure 2–17, and Figure 2–19. 

a. Location. Do not locate aircraft parking areas under an approach/departure surface. However, as 

an option, allow aircraft parking areas under the transitional surfaces. 

(1) For “turn around” parking positions, locate the parking position to provide a minimum 

distance between the tail rotor circle and any object, building, safety area, or other parking position. The 

minimum distance is 10 feet (3 m) for ground taxi operations and the greater of 10 feet (3 m) or 1

/3 RD for 

hover taxi operations. See Figure 2–19. 

(2) For “taxi-through” and “back-out” parking positions, locate the parking position to provide a 

minimum distance between the main rotor circle and any object, building, safety area, or other parking 

position. The minimum distance is 10 feet (3 m) for ground taxi operations and the greater of 10 feet (3 

m) or 1

/3 RD for hover taxi operations. See Figure 2–20. 

(3) Locate the parking position to provide a minimum distance between the main rotor circle and 

the edge of any taxi route. Design parking positions such that the helicopter taxis through, turns around, 

or backs out to depart. The minimum distance is 1

/3 RD for “turn around” and “taxi through” parking 

areas, and 1⁄2 RD for “back-out” parking areas. See Figure 2–16, Figure 2–17, and Figure 2–18. 

35 
AC 150/5390-2C 4/24/2012 

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

Taxiway 

(TW) 

Type 

Minimum 

Width of 

Paved Area 

Centerline 

Marking 

Type 

TW Edge 

Marking 

Type 

Lateral Separation Between TW 

Edge Markings 

Total Taxi 

Route Width 

Ground 

Taxiway 

2 x UC Painted 

Painted 2 x UC 

1 1⁄2 RD 

Elevated 1 RD but not greater than 35 ft 

(10.7 m) 

Unpaved but 

stabilized for 

ground taxi 

None 

Flush 2 x UC 

Elevated 1 RD but not greater than 35 ft 

(10.7 m) 

Hover 

Taxiway 

2 x UC Painted Painted 2 x UC 

2 RD 

Unpaved None Elevated 

or Flush 

1 RD but not greater than 35 ft 

(10.7 m) 

RD: rotor diameter of the design helicopter 

TW: taxiway 

UC: undercarriage length or width (whichever is greater) of the design helicopter 

36 
TLOF EDGE MARKING FATO EDGE MARKING 

APPROACH/DEPARTURE 

SURFACE 

APPROACH/DEPARTURE 

SURFACE 

TAXI ROUTE WIDTH SAFETY AREA 

SEE TABLE 2-2 

SHOULDER LINE 

MARKING 

TAXI ROUTE 

WIDTH 

SEE TABLE 2-2 

TAXI ROUTE

SEE
 WIDTH 

NOTE 3 SEE TABLE 2-2 

1

3 RD 

1 RD CIRCLE	 PARKING POSITION 

CENTERLINE (SOLID) Notes: 

1.	 Several markings (such as Parking Position Identifier and passenger walkways) have been omitted 

for clarity. 

2.	 Design the parking positions so that the helicopters exit taxiing forward. 

3.	 Minimum clearance between the arcs generated by the main rotor: 

 Hover taxi operations: 1

3 RD of the larger helicopter, but not less than 10 ft [3 m]
 

 Ground taxi operations: 10 ft [3 m]

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

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

37
 
TAIL ROTOR 1

3 RD PARKING POSITION 

 ARC CENTERLINE (SOLID) 

1 RD CIRCLE 

TAXI ROUTE
 

WIDTH
 

SEE TABLE 2-2
 

SEE 

NOTE 2 

1

3 RD 

TAXI ROUTE WIDTH 

SEE TABLE 2-2 

TDPC MARKING 

SAFETY AREA 

APPROACH/DEPARTURE APPROACH/DEPARTURE 

SURFACE SURFACE 

FATO EDGE MARKING	 TLOF EDGE MARKING 

Notes: 

1.	 Several markings (such as Parking Position Identifier and passenger walkways) have been omitted for 

clarity. 

2.	 Minimum clearance between the tail rotor arcs : 

 Hover taxi operations: 1

3 RD of the larger helicopter, but not less than 10 ft [3 m].
 

 Ground taxi operations: 10 ft [3 m]

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

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

38 
TAIL ROTOR

 ARC 

1

2 RD SHOULDER LINE 

MARKING 

1 RD CIRCLE 

TAXI ROUTE 

WIDTH 

SEE TABLE 2-2 

SEE 

NOTE 2 

PARKING POSITION 

CENTERLINE (SOLID) 

TAXI ROUTE WIDTH 

SEE TABLE 2-2 

SAFETY AREA 

APPROACH/DEPARTURE APPROACH/DEPARTURE 

SURFACE SURFACE 

FATO EDGE MARKING	 TLOF EDGE MARKING 

Notes: 

1.	 Several markings (such as Parking Position Identifier and passenger walkways) have been omitted for
 

clarity.
 

2.	 Minimum clearance between the tail rotor arcs : 

 Hover taxi operations: 1

3 RD of the larger helicopter, but not less than 10 ft [3 m].
 

 Ground taxi operations: 10 ft [3 m]

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

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

39
 
1 R

D 

P A R K I N G C I R C

L

E 

R 

O T O R L I A T 

A R C 

SECURITY FENCE 

PASSENGER WALKWAY 

SEE NOTE 3 

SEE NOTE 3 

CAUTION SIGN 

AT GATE SEE NOTE 4 

LARGEST D THE 

PARKING POSITION 

WILL ACCOMMODATE 

PARKING POSITION
 

IDENTIFIER
 

(LETTER OR NUMBER)
 

TDPC MARKING 

Notes: 

1.	 Base the design of these parking positions on the 3. Minimum clearance between the tail rotor
 

understanding that the helicopter may pivot about the arc and fixed objects:
 

mast prior to exiting the parking position.
  Hover taxi operations: 1

3 RD, but not less 

than 10 ft [3 m] 2.	 This marking scheme is for paved areas only.  Ground taxi operations: 10 ft [3 m] For unpaved parking areas, all that is required is 

the RD marking. 4. Minimum Distance between tail rotor arcs is 1

3 RD. 

If parking areas are different sizes, 1

3 RD of the larger 

design helicopter.

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

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

40 
 

 

 

1 R

D 

P A R K I N G 

C I R

C

L 

E 

SECURITY FENCE 

SEE NOTE 2 

PASSENGER WALKWAY 

SEE NOTE 2
 

(BACK-OUT ONLY)
 

SEE NOTE 3 

CAUTION SIGN
 

AT GATE
 

LARGEST D THE 

PARKING POSITION 

WILL ACCOMMODATE 

PARKING POSITION
 

IDENTIFIER
 

(LETTER OR NUMBER)
 

SHOULDER
 

MARKING
 

Notes:
 

1.	 This marking scheme is for paved areas only. 3. Minimum distance between 1 RD parking 

For unpaved parking areas, all that is required is circles is 1

3 RD. If parking areas are different the RD marking. sizes, 1

3 RD of the larger design helicopter. 

2.	 Minimum clearance between 1 RD
 

parking circle and fixed objects:
 

 Hover taxi operations: 1

3 RD but not less
 

than 10 ft [3 m]
 

 Ground taxi operations: 10 ft [3 m]
 

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

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

41 
AC 150/5390-2C 4/24/2012 

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. 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 (for example, 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, design parking areas based on hover taxi operations rather than 

ground taxi operations. 

(1) If all parking positions are the same size, design them to accommodate the largest helicopter 

that will park at the heliport. 

(2) When there is more than one parking position, as an option design the facility with parking 

positions of various sizes with at least one position that will accommodate the largest helicopter that will 

park at the heliport. Design other parking positions to be smaller, for the size of the individual or range of 

individual helicopters parking at that position. Figure 2–21 provides guidance on parking position 

identification, size, and weight limitations. 

(3) “Taxi-through” parking positions are illustrated in Figure 2–16. When using this design for 

parking positions, the heliport owner and operator take steps to ensure all pilots are informed that “turnaround” or “back-up” departures from the parking position are not permitted. 

(4) “Turn-around” parking positions are illustrated in Figure 2–17. 

(5) “Back-out” parking positions are illustrated in Figure 2–18. When using this design for 

parking positions, design the adjacent taxiway to accommodate hover taxi operations so the width of the 

taxiway will be adequate to support “back-out” operations. 

c. Parking pads. When partially paving a parking area, design the smallest dimension of the paved 

parking pad to be a minimum of two times the maximum dimension (length or width, whichever is 

greater) of the undercarriage or the RD, whichever is less, of the largest helicopter that will use the 

parking position. Place the parking pad in the center of the parking position circle. 

d. Walkways. At parking positions, provide marked walkways where practicable. Design the 

pavement to drain away from walkways. 

e. Fueling. Design the facility to allow fueling with the use of a fuel truck or a specific fueling area 

with stationary fuel tanks. 

(1) Various federal, state, and local requirements for petroleum handling facilities apply to 

systems for storing and dispensing fuel. Guidance is found in AC 150/5230-4, Aircraft Fuel Storage, 

Handling, and Dispensing on Airports. Additional information may be found in various National Fire 

Protection Association (NFPA) publications. For more reference material, see Appendix D. 

42 
 

TDPC MARKING
 

(USE WITH TURN-AROUND
 

PARKING ONLY)
 

INNER DIAMETER =
 1

2 D of design helicopter 

18 IN. [45.7 CM] WIDE 

YELLOW STRIPE 

CENTERLINE 

12 IN [30 CM] WIDE 

YELLOW LINE 

10 FT [3 M] 

OUTER DIAMETER CIRCLE 

6 IN [15 CM] WIDE 

YELLOW LINE 

6 IN [15 CM] WIDE 

YELLOW LINE 

PASSENGER WALKWAY 

IN BLACK AND WHITE PAINT 

SHOULDER LINE 

(USE WITH TAXI-THROUGH 

AND BACK-OUT PARKING ONLY) 

6 IN [15 CM] WIDE 

YELLOW LINE 

1 RD CIRCLE 

6 IN [15 CM] WIDE 

YELLOW LINE 

PARKING POSITION 

WEIGHT LIMITATION 

(IF APPLICABLE) 

IN 3 FT [0.9 M] HIGH 

YELLOW CHARACTERS 

PARKING POSITION IDENTIFIER 

(LETTER OR NUMBER) 

IN 3 FT [0.9 M] HIGH 

YELLOW CHARACTERS 

LARGEST D THE PARKING 

POSITION WILL ACCOMMODATE 

IN 3 FT [0.9 M] HIGH 

YELLOW CHARACTERS 

Note: This marking scheme is for paved areas only. For an unpaved parking area, all that is 

required is the RD marking. 

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

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

43 
AC 150/5390-2C 4/24/2012 

(2) Do not locate fueling equipment in the TLOF, FATO, or safety area. Design and mark 

separate fueling locations to minimize the potential for helicopters to collide with the dispensing 

equipment. Design fueling areas so there is no object tall enough to be hit by the main or tail rotor blades 

within a distance of RD from the center point of the position where the helicopter would be fueled 

(providing 1⁄2 RD clearance from the rotor tips). If this is not practical at an existing facility, install long 

fuel hoses. 

(3) Lighting. Light the fueling area if night fueling operations are contemplated. Ensure any light 

poles do not constitute an obstruction hazard. 

f. Tiedowns. Install recessed tiedowns to accommodate extended or overnight parking of based or 

transient helicopters. Recess any tiedowns so they will not be a hazard to helicopters. Ensure any 

depression associated with the tiedowns is of a diameter not 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, 

provide storage for tiedown chocks, chains, cables and ropes off the heliport surface to avoid fouling 

landing gear. Find guidance on recessed tiedowns in AC 20-35, Tiedown Sense. 

215. Heliport markers and markings. Markers and/or surface markings identify the facility as a 

heliport. Use paint or preformed materials for surface markings. (See AC 150/5370-10, Item P-620, for 

specifications for paint and preformed material.). As options, use reflective paint and reflective markers, 

though overuse of reflective material can be blinding to a pilot using landing lights. As an option, outline 

lines/markings with a 6-inch (15 cm) wide line of a contrasting color to enhance conspicuity. Place 

markings that define the edges of a TLOF, FATO, taxiway or apron within the limits of those areas. Use 

the following markers and markings. 

a. Heliport identification marking. The identification marking identifies the location as a heliport, 

marks the TLOF and provides visual cues to the pilot. 

(1) Standard heliport identification symbol. Mark the TLOF with a white “H” marking. The 

“H” has a minimum height of the lesser of 0.3 D or 10 feet (3 m). Locate the “H” in the center of the 

TLOF and orient it on the axis of the preferred approach/departure path. Place a one-foot wide bar under 

the “H” when it is necessary to distinguish the preferred approach/departure direction. The proportions 

and layout of the letter “H” are illustrated in Figure 2–23. For a height of “H” less than 10 feet (3 m), 

reduce other dimensions proportionately. 

(2) Nonstandard heliport identification marking. As an option use a distinctive marking, such 

as a company logo, to identify the facility as a PPR heliport. However, a nonstandard marking does not 

necessarily provide the pilot with the same degree of visual cueing as the standard heliport identification 

symbol. To compensate, increase the size of the safety area when the standard heliport identification 

symbol “H” is not used. See Table 2-1. 

b. TLOF markings. 

(1) TLOF perimeter marking. Define the TLOF perimeter with markers and/or lines. If the 

heliport operator does not mark the TLOF, increase the size of the safety area as described in paragraph 

209.a and Table 2-1. 

(a) Paved TLOFs. Define the perimeter of a paved or hard surfaced TLOF with a 

continuous, 12-inch-wide (30 cm), white line. See Figure 2–25. 

(b) Unpaved TLOFs. Define the perimeter of an unpaved TLOF with a series of 12-inchwide (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 2–25. 

(2) Touchdown/positioning circle (TDPC) marking. A TDPC marking provides guidance to 

allow a pilot to touch down in a specific position on paved surfaces. When the pilot’s seat is over the 

44 
4/24/2012 AC 150/5390-2C 

marking, the undercarriage will be inside the LBA, and all parts of the helicopter will be clear of any 

obstacle by a safe margin. A TDPC marking is a yellow circle with an inner diameter of 1⁄2 D and a line 

width of 18 in (46 m). Locate a TDPC marking in the center of a TLOF. (See Figure 2–23). As an option, 

at PPR heliports where the TLOF width is less than 16 feet (5 m), omit the TDPC marking. 

(3) TLOF size and weight limitations. Mark the TLOF to indicate the length and weight of the 

largest helicopter it will accommodate, as shown in Figure 2–23. Place these markings in a box in the 

lower right-hand corner of a rectangular TLOF, or on the right-hand side of the “H” of a circular TLOF, 

when viewed from the preferred approach direction. The box is 5 feet (1.5 m) square. The numbers are 18 

inches (46 cm) high. (See Figure C–1). If necessary, allow this marking to interrupt the TDPC marking. 

(See Figure 2–23 and Figure C–1.) The numbers are black with a white background. This marking is 

optional at a TLOF with a turf surface. This marking is also optional at PPR heliports, since the operator 

ensures all pilots using the facility are thoroughly knowledgeable with this and any other facility 

limitations. 

(a) TLOF size limitation. This number is the length (D) of the largest helicopter the TLOF 

will accommodate, as shown in Figure 2–23. The marking consists of the letter “D” followed by the 

dimension in feet. Do not use metric equivalents for this purpose. Center this marking in the lower section 

of the TLOF size/weight limitation box. 

(b) TLOF weight limitations. If a TLOF has limited weight-carrying capability, mark it 

with the maximum takeoff weight of the design helicopter, in units of thousands of pounds, as shown in 

Figure 2–23. Do not use metric equivalents for this purpose. Center this marking in the upper section of a 

TLOF size/weight limitation box. If the TLOF does not have a weight limit, add a diagonal line, 

extending from the lower left hand corner to the upper right hand corner, to the upper section of the TLOF 

size/weight limitation box. See Figure 2–23. 

c. Extended pavement/structure markings. As an option, increase the pavement or structure 

without a corresponding increase in the length and width or diameter of the FATO to accommodate 

pedestrians and/or support operations. Whether or not this increased area is part of the LBA, mark the 

area outside the TLOF with 12-inch-wide (30 cm) diagonal black and white stripes. See Figure 2–24 for 

marking details. 

d. FATO markings. 

(1) FATO perimeter marking. Define the perimeter of a load-bearing FATO with markers 

and/or lines. Do not mark the FATO perimeter if any portion of the FATO is not a load-bearing surface. 

In such cases, mark the perimeter of the LBA (see paragraph (b) below). 

(a) Paved FATOs. Define the perimeter of a paved load-bearing FATO with a 12-inch-wide 

(30 cm) dashed white line. Define the corners of the FATO. The perimeter marking segments are 

approximately 5 feet (1.5 m) in length, and with end-to-end spacing of approximately 5 feet (1.5 m). See 

Figure 2–25. 

(b) Unpaved FATOs. Define the perimeter of an unpaved load-bearing FATO with 12-inchwide (30 cm), flush, in-ground markers. Define the corners of the FATO. The rest of the perimeter 

markers are approximately 5 feet (1.5 m) in length, and have end-to-end spacing of approximately 5 feet 

(1.5 m). See Figure 2–26. 

45 
 

TLOF PERIMETER MARKING 

12 IN [30 CM] WIDE 

WHITE LINE 

TOUCHDOWN POSITION CIRCLE 

INNER DIAMETER - 1

2 D OF 

DESIGN HELICOPTER 

18 IN [46 CM] WIDE 

YELLOW LINE 

SEE DETAIL A 

OF FIGURE 2-23 

SEE DETAIL B 

OF FIGURE 2-23 

MARKING EXAMPLE 1 ­

TLOF SIZE EQUALS 1 RD OF DESIGN HELICOPTER 

TLOF PERIMETER

 MARKING 

12 IN [30 CM] WIDE 

WHITE LINE 

SEE DETAIL A 

OF FIGURE 2-23 

TLOF PERIMETER 

MARKING 

12 IN [30 CM] WIDE 

WHITE LINE 

SEE DETAIL A 

OF FIGURE 2-23 

TOUCHDOWN POSITION 

CIRCLE INNER DIAMETER ­

1

2 D OF DESIGN HELICOPTER 

18 IN [46 CM] WIDE 

YELLOW LINE 

SEE DETAIL B 

OF FIGURE 2-23 

MARKING DETAIL - EXAMPLE 2 

TOUCHDOWN POSITION 

CIRCLE INNER DIAMETER ­

1

2 D OF DESIGN HELICOPTER 

18 IN [46 CM] WIDE 

YELLOW LINE 

SEE DETAIL B 

OF FIGURE 2-23 

MARKING DETAIL - EXAMPLE 3 

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

Figure 2–22. Standard and Alternate TLOF Marking: 

General Aviation 

46 
 

ALTERNATE MARKING WITH 

Notes: 

See Appendix C for the form and proportion of the numbers used in the TLOF Size and 

"4" indicates the maximum takeoff weight (4,000 lbs) of the TLOF design helicopter, 

"D40" indicates the overall length of the largest helicopter (40 ft) for which the TLOF is 

1. 

3. 

4. 

DETAIL B 

Weight Limitation Box. 

designed. 

in units of thousands of pounds. 

NO WEIGHT RESTRICTIONS 

TLOF SIZE/WEIGHT LIMITATION "BOX" 

NO WEIGHT LIMIT 

DETAIL A 

HELIPORT IDENTIFICATION SYMBOL 

PAINT 

OF "H" WHITE 

INTERIOR 

C E 

B 

F 

5 IN 

[12.7 CM] 

A 

SEE NOTES 2, 3 AND 4 

SEE NOTES 2, 3 AND 4 

5 FT [1.5 M] 

SQUARE 

A 10'-0" 

[3 M] 

B 6'-8" 

[1.8 M] 

C 1'-0" 

[30 CM] 

E 0'-3" 

[7 CM] 

F 2'-0" 

[61 CM] 

STANDARD ALTERNATE 

"H" SIZE 

DIMENSION 

2. Characters within the TLOF Size and Weight Limitation Box are black on a 

white background. 

TLOF MARKING TLOF MARKING 

0.3D 

0.66A 

0.1A 

0.02A 

0.2A 

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

Figure 2–23. Standard Heliport Identification Symbol, 

TLOF Size and Weight Limitations: General Aviation 

47 
 

 

EXTENDED PAVEMENT/STRUCTURE TLOF EDGE MARKING 

FLUSH TLOF EDGE LIGHTS 

Notes: 

1. Extended pavement/structure markings begin flush with TLOF edge 

markings and end at the edge of the extended pavement/structure. 

2. Extended pavement/structure markings are 12 in [30 cm] 

wide black and white stripes on a 45° angle.
 

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

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

48 
 

 

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

DETAIL A FATO MARKING DETAIL 

5 FT [1.5 M] 5 FT [1.5 M] MIN 

6 FT [2 M] MAX 

Notes: 

1. Mark the perimeter of the TLOF and FATO. 

2. 

3. 

PAINTED TLOF EDGE MARKING 

FATO EDGE MARKING 

APPROACH/DEPARTURE SURFACE 

SAFETY AREA 

SEE NOTES 3 & 4 AND DETAIL A 

APPROACH/DEPARTURE SURFACE 

SEE NOTE 2 

Define the perimeter of a paved or hard surfaced TLOF with a continuous 

12 in [30 cm] white line. 

Define paved FATO perimeters with a 12 in [30 cm] wide dashed line per Detail A. 

TDPC 

MARKING 

4. 

5. See Figure 2-23 for " H", Touchdown/Position, Overall Length and Weight Limitation box 

dimensions. 

Define unpaved FATO perimeters with flush in-ground markers per Detail A. 

Figure 2–25. Paved TLOF/Paved FATO – 

Paved TLOF/ Unpaved FATO – Marking: General Aviation 

49 
 

1FT [30 CM] 

DETAIL A 

5 FT [1.5 M] MIN 

6 FT [2 M] MAX 

DETAIL B 

Notes: 

APPROACH/DEPARTURE SURFACE
 

IN GROUND FATO EDGE MARKING
 

SEE NOTE 3 AND DETAIL B
 

UNPAVED TLOF EDGE MARKING
 

SEE NOTE 2 AND DETAIL A
 

UNPAVED FATO 

SAFETY AREA
 

APPROACH/DEPARTURE SURFACE
 

5 FT [1.5 M] 

TDPC 

MARKING 

0 FT [0 M] MIN 

6 IN [30 CM] MAX 

TLOF FLUSH IN-GROUND MARKING DETAIL 

5 FT [1.5 M] 

1 FT [30 CM] 

 FATO FLUSH IN-GROUND MARKING DETAIL 

1. Mark the perimeter of the TLOF and FATO. 

2. Define an unpaved TLOF perimeter with flush in-ground markers per Detail A. 

3. Define an unpaved FATO perimeter with flush in-ground markers per Detail B. 

4. See Figure 2-23 for "H", Touchdown/Position, Overall Length and Weight Limitation box 

dimensions. 

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

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

50 
4/24/2012 AC 150/5390-2C 

e. Flight path alignment guidance marking. An optional flight path alignment guidance marking 

consists of one or more arrows to indicate the preferred approach/departure direction(s). Mark it on the 

TLOF, FATO and/or safety area surface as shown in Figure 2–11. The shaft of the each arrow is 18 

inches (50 cm) in width and at least 10 feet (3 m) in length. Use a color which provides good contrast 

against the background color of the surface. An arrow pointing toward the center of the TLOF depicts an 

approach direction. An arrow pointing away from the center of the TLOF depicts a departure direction. In 

the case of a flight path limited to a single approach direction or a single departure path, the arrow 

marking is unidirectional. In the case of a heliport with only a bidirectional approach/takeoff flight path 

available, the arrow marking is bidirectional. 

f. Taxiway and taxi route markings. 

(1) Paved taxiway markings. Mark the centerline of a paved taxiway with a continuous 6-inch 

(15 cm) yellow line. As an option, mark both edges of the paved portion of the taxiway with two 

continuous 6-inch (15 cm) wide yellow lines spaced 6 inches (15 cm) apart. Figure 2–13 illustrates 

taxiway centerline and edge markings. 

(2) Unpaved taxiway markings. Use either raised or in-ground flush edge markers to provide 

strong visual cues to pilots. Space them longitudinally at approximately 15-foot (5 m) intervals on straight 

segments and at approximately 10-foot (3 m) intervals on curved segments. Figure 2–14 and Figure 2–15 

illustrate taxiway edge markings. 

(a) Raised-edge markers are blue, 4 inches (10 cm) in diameter, and 8 inches (20 cm) high, 

as illustrated in Figure 2–14. 

(b) In-ground, flush edge markers are yellow, 12 inches (30 cm) wide, and approximately 

5 feet (1.5 m) long. 

(3) Raised edge markers in grassy areas. Tall grass sometimes obscures raised edge markers 

Address this issue by using 12-inch (30 cm) diameter solid material disks around the poles supporting the 

raised markers. 

(4) Taxiway to parking position transition requirements. For paved taxiways and parking 

areas, taxiway centerline markings continue into parking positions and become the parking position 

centerlines. 

g. Helicopter parking position markings. Helicopter parking positions have the following 

markings: 

(1) Paved parking position identifications. Mark parking position identifications (numbers or 

letters) if there is more than one parking position. These markings are yellow characters 36 inches 

(91 cm) high. See Figure 2–21 and Figure C–1. 

(2) Rotor diameter circle. Define the circle of the RD of the largest helicopter that will park at 

that position with a 6-inch (15 cm) wide, solid yellow line with an outside diameter of RD. In paved 

areas, this is a painted line (see Figure 2–21). In unpaved areas, use 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). 

(3) Touchdown/positioning circle (TDPC) marking. An optional TDPC marking provides 

guidance to allow a pilot to touch down in a specific position on paved surfaces. When the pilot’s seat is 

over the marking, the undercarriage will be inside the LBA, and all parts of the helicopter will be clear of 

any obstacle by a safe margin. A TDPC marking is a yellow circle with an inner diameter of 1⁄2 D and a 

line width of 18 in (46 cm). Locate a TDPC marking in the center of a parking area. See Figure 2–21 and 

Figure 2–25. The FAA recommends a TDPC marking for “turn-around” parking areas. 

51 
AC 150/5390-2C 4/24/2012 

(4) Maximum length marking. This marking on paved surfaces indicates the D of the largest 

helicopter that the position is designed to accommodate (for example, 49). This marking consists of 

yellow characters at least 36 inches (91 cm) high. See Figure 2–21 and Figure C–1. 

(5) Parking position weight limit. If a paved parking position has a weight limitation, mark it in 

units of 1,000 lbs as illustrated in Figure 2–21. (A 4 indicates a weight-carrying capability of up to 4,000 

lbs. Do not use metric equivalents for this purpose.) This marking consists of yellow characters 36 inches 

(91 cm) high. When necessary to minimize the possibility of being misread, place a bar under the number. 

See Figure 2–21, Figure 2–25, and Figure C–1. 

(6) Shoulder line markings. As an option, use shoulder line markings for paved parking areas 

(Figure 2–21) to ensure safe rotor clearance. Locate a 6-inch (15 cm) wide solid yellow shoulder line, 

perpendicular to the centerline and extending to the RD marking, so it is under the pilot’s shoulder such 

that the main rotor of the largest helicopter the position will accommodate will be entirely within the rotor 

diameter parking circle (see Figure 2–21). Use 1⁄4 D from the center of parking area to define the location 

of shoulder line. The FAA recommends a shoulder line marking for “taxi-through” and “back-out” 

parking areas. 

h. Walkways. Figure 2–21 illustrates one marking scheme. 

i. Closed heliport. Obliterate all markings of a permanently closed heliport, FATO, or TLOF. If it 

is impractical to obliterate markings, place a yellow “X” over the “H” as illustrated in Figure 2–27. Make 

the yellow “X” large enough to ensure early pilot recognition that the heliport is closed. Remove the wind 

cone(s) and other visual indications of an active heliport. 

j. Marking sizes. See Appendix C for guidance on the proportions of painted numbers. 

FATO EDGE MARKING REMOVED 

WIND CONE REMOVED 

CROSSED OUT WITH 

PAINTED H MARKING 

A YELLOW X MARKING 

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

52 
 

 

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

216. Heliport lighting. If the heliport operator intends for the facility to support night operations, light 

it with FATO and/or TLOF perimeter lights as described below. Design flush light fixtures and 

installation methods to support point loads of the design helicopter transmitted through a skid or wheel. 

a. TLOF perimeter lights. Use flush green lights meeting the requirements of FAA Airports 

Engineering Brief 87, Heliport Perimeter Light for Visual Meteorological Conditions (VMC), to define 

the TLOF perimeter. Use a minimum of. As an option at PPR facilities, use three light fixtures per side of 

a square or rectangular TLOF. Locate a light at each corner, with additional lights uniformly spaced 

between the corner lights. Using an odd number of lights on each side will place lights along the 

centerline of the approach. Define a circular TLOF using an even number of lights, with a minimum of 

eight, uniformly spaced. Space the lights at a maximum of 25 feet (7.6 m). Locate flush lights within 1 

foot (30 cm) inside or outside of the TLOF perimeter. 

(1) Raised TLOF perimeter lights. As an option, use raised, omnidirectional lights meeting the 

requirements of EB 87. Locate them on the outside edge of the TLOF or the outer edge of the safety net, 

as shown in Figure 2–28. Lighting on the outer edge of the safety net provides better visual cues to pilots 

at a distance from the heliport since it outlines a larger area. Make sure the raised lights do not penetrate a 

horizontal plane at the FATO elevation by more than 2 inches (5 cm). See Figure 7–3. 

SAFETY NET 

B 

NOT LESS THAN 5 FT [1.5 M] 

NOT MORE THAN 

2 IN [5 CM] 

12 IN [30 CM] 

C A

(SURROUNDING 

THE STRUCTURE) 

Three possible locations for TLOF/LBA edge lighting: 

Flush edge fixtures 

Omnidirectional light, mounted off the structure edge. 

Omnidirectional light, mounted off outer edge of safety net 

A 

B 

C 

FALL PROTECTION:

 RECOMMENDED IF 

ABOVE 30 IN [0.8 M] 

REQUIRED IF 

ABOVE 4 FT [1.2 M] 

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

53
 
AC 150/5390-2C 4/24/2012 

(2) PPR facilities. Use flush lights for PPR heliports. As an option if only the TLOF is load 

bearing, use raised omnidirectional lights. Locate the raised lights outside and within 10 feet (3 m) of the 

edge of the TLOF. Make sure the lights do not penetrate a horizontal plane at the TLOF elevation by 

more than 2 inches (5 cm). As an option when the pavement or structure is larger than the TLOF, mount 

perimeter lights on the outer edge of the pavement or structure or the inner or outer edge of the safety net. 

b. Load-bearing FATO perimeter lights. Green lights meeting the requirements of EB 87 define 

the perimeter of a load bearing FATO. Do not light the FATO perimeter if any portion of the FATO is not 

a load-bearing surface. Use a minimum of four. As an option at PPR facilities, use a minimum of three 

flush or raised light fixtures per side of a square or rectangular FATO. Locate a light at each corner, with 

additional lights uniformly spaced between the corner lights. Using an odd number of lights on each side 

will place lights along the centerline of the approach. To define a circular FATO, use an even number of 

lights, with a minimum of eight, uniformly spaced. Space lights at a maximum of 25 feet (7.6 m). Locate 

flush lights within 1 foot (30 cm) inside or outside of the FATO perimeter (See Figure 2–29). As an 

option, use a square or rectangular pattern of FATO perimeter lights even if the TLOF is circular. At a 

distance during nighttime operations, a square or rectangular pattern of FATO perimeter lights provides 

the pilot with better visual alignment cues than a circular pattern, but a circular pattern may be more 

effective in an urban environment. In the case of an elevated FATO with a safety net, mount the perimeter 

lights a similar manner as discussed in paragraph 215.a(1). As an option, locate raised FATO perimeter 

lights, no more than 8 inches (20 cm) high, 10 feet (3 m) from the FATO perimeter. (See Figure 2–30.) 

When a heliport on an airport is sited near a taxiway, there may be a concern that a pilot may confuse the 

green taxiway centerline lights with the FATO perimeter lights. As an option in such cases, use yellow 

lights as an alternative color for marking the FATO. 

c. Floodlights. The FAA has not evaluated floodlights for effectiveness in visual acquisition of a 

heliport. However, if ambient light does not adequately illuminate markings for night operations, use 

floodlights to illuminate the TLOF, the FATO, and/or the parking area. If possible, mount these 

floodlights on adjacent buildings to eliminate the need for tall poles. Take care, however, to place 

floodlights clear of the TLOF, the FATO, the safety area, and the approach/departure surfaces, and 

transitional surfaces and ensure floodlights and their associated hardware do not constitute an obstruction 

hazard. Aim floodlights down to provide adequate illumination on the surface. Make sure floodlights that 

might interfere with pilot vision during takeoff and landings are capable of being turned off by pilot 

control or at pilot request. 

d. Landing direction lights. As an option when it is necessary to provide directional guidance, 

install landing direction lights. Landing direction lights are a configuration of five green, omnidirectional 

lights meeting the standards of EB 87, on the centerline of the preferred approach/departure path. Space 

these lights 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 2–31. 

e. Flight path alignment lights. As an option, install flight path alignment lights meeting the 

requirements of EB 87. Place them in a straight line along the direction of approach and/or departure 

flight paths. If necessary, extend them across the TLOF, FATO, safety area or any suitable surface in the 

immediate vicinity of the FATO or safety area. Install three or more green lights spaced at 5 feet (1.5 m) 

to 10 feet (3.0 m). See Figure 2–11. 

f. Taxiway and taxi route lighting. 

(1) Taxiway centerline lights. Use flush bidirectional green lights meeting the standards of AC 

150/5345-46, Specification for Runway and Taxiway Light Fixtures for type L-852A (straight segments) 

or L-852B (curved segments) to define taxiway centerlines. Space these lights at maximum 50-foot (15 

m) longitudinal intervals on straight segments and at maximum 25-foot (7.6 m) intervals on curved 

segments, using a minimum of four lights to define the curve. Uniformly offset taxiway centerline lights 

54 
 

5 APPROACH LIGHTS (OPTIONAL) 

LIGHTED WIND CONE SEE FIGURE 2-31 FOR DETAILS 

PREFERRED APPROACH C L 

FLUSH FATO EDGE LIGHTS 

FLUSH TLOF EDGE LIGHTS 

1 FT [30 CM] 

FLUSH IN-PAVEMENT LIGHT DETAIL 

Notes: 

1. Install flush FATO and TLOF perimeter lights inside or outside within 1 ft [30 cm] 

of the FATO and TLOF respective perimeters.
 

2. Overall length and weight limitation box is omitted for clarity. 

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

no more than two feet (0.6 m) if necessary to ease painting the taxiway centerline. As an option, use green 

retroreflective markers meeting requirements for Type I markers in AC 150/5345-39, Specification for L853, Runway and Taxiway Retroreflective Markers, in lieu of the L-852A or L-852B lighting fixtures. 

(2) Taxiway edge lights. Use omnidirectional blue lights to light the edges of a taxiway. As an 

option, use blue retroreflective markers to identify the edges of the taxiway in lieu of lights. Make sure 

retroreflective markers are no more than 8 inches (20 cm) tall. 

(a) Straight segments. Space lights at 50-foot (15.2 m) longitudinal intervals on straight 

segments. 

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

55 
5 APPROACH LIGHTS (OPTIONAL) 

SEE FIGURE 2-31 FOR DETAILS 

LIGHTED WIND CONE 

PREFERRED APPROACH C L 

SEE NOTE 2 

RAISED FATO OMNIDIRECTIONAL 

LIGHTS 

FLUSH TLOF EDGE LIGHTS 

Notes: 

1. Install flush FATO and TLOF perimeter lights inside or outside within 1 ft [30 cm] 

of the FATO and TLOF respective perimeters.
 

2. Install raised FATO lights 10 ft [3 m] outside the FATO perimeter. 

3. Overall length and weight limitation box is omitted for clarity. 

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

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

56 
 

 

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

FATO 

TLOF 

NOT LESS THAN 

20 FT [6 M] 

NOR MORE THAN

 60 FT [18 M] 

4 EQUAL SPACES 

@ 15 FT [4.6 M] 

= 60 FT [18.4 M] 

OMNIDIRECTIONAL GREEN LIGHTS 

LEGEND 

Figure 2–31. Landing Direction Lights: General Aviation 

57 
AC 150/5390-2C 4/24/2012 

(b) Curved segments. Curved taxiway edges require shorter spacing of edge lights. Base the 

spacing on the radius of the curve. AC 150/5340-30, Design and Installation Detail for Airport Visual 

Aids, shows the applicable spacing for curves. Space taxiway edge lights uniformly. On curved edges of 

more than 30 degrees from point of tangency (PT) of the taxiway section to PT of the intersecting surface, 

install at least three edge lights. For radii not listed in AC 150/5340-30, determine spacing by linear 

interpolation. 

(c) Paved taxiways. Use flush lights meeting the standards of AC 150/5345-46 for type 

L-852T. 

(d) Unpaved taxiways. Use raised lights meeting the standards of AC 150/5345-46 for type 

L-861T. The lateral spacing for the lights or reflectors is equal to the RD of the design helicopter, but not 

more than 35 feet (10.7 m). 

g. Heliport identification beacon. A heliport identification beacon is optional equipment. It is the 

most effective means to aid the pilot in visually locating the heliport. Locate the beacon, flashing 

white/green/yellow at the rate of 30 to 45 flashes per minute, on or close to the heliport. Find guidance on 

heliport beacons in AC 150/5345-12, Specification for Airport and Heliport Beacon. As an option, allow 

the beacon to be pilot controllable such that it is “on” only when needed. 

217. Marking and lighting of difficult-to-see objects. It is difficult for a pilot to see unmarked wires, 

antennas, poles, cell towers, and similar objects, even in the best daylight weather, in time to 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 a factor. This 

paragraph discusses the marking and lighting of objects near, but outside and below the 

approach/departure surface. Find guidance on marking and lighting objects in AC 70/7460-1, Obstruction 

Marking and Lighting. 

a. Airspace. If difficult-to-see objects penetrate the applicable object identification surfaces 

illustrated in Figure 2–32 and Figure 2–33, mark these objects to make them more conspicuous. If a 

heliport supports operations between dusk and dawn, light these difficult-to-see objects. The object 

identification surfaces in Figure 2–32 and Figure 2–33 are 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) along the approach 

path. From this point, the object identification surface extends out for an additional distance of 3,200 feet 

(975 m) along the approach path while rising on an 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. 

58 
4/24/2012 AC 150/5390-2C 

b. Shielding of objects. Title 14 CFR Part 77.9, Construction or alteration requiring notice, 

provides that if there are a number of objects close together, it may not be necessary to mark all of them if 

they are shielded. To meet the shielding guidelines, part 77 requires that an object “be shielded by 

existing structures of a permanent and substantial nature or by natural terrain or topographic features of 

equal or greater height, and will be located in the congested area of a city, town, or settlement where the 

shielded structure will not adversely affect safety in air navigation.” 

(8:1 SLOPE)

APPROACH/DEPARTURE SURFACE 

(8:1 SLOPE) 

OBJECT IDENTIFICATION SURFACE 

FATO 

400 FT 

[122 M] 

100 FT

 [30 M] 

500 FT

 [152 M] 

3,200 FT [975 M] 

500 FT 

[152 M] 

100 FT [30 M]

 FROM EDGE 

OF SAFETY AREA 

100 FT [30 M] FROM EDGE OF SAFETY AREA 

100 FT [30 M] R 200 FT 

[61 M] 

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

Straight Approach: General Aviation
 

59 
AC 150/5390-2C 4/24/2012 500 FT [152 M] 200 FT [61 M] 400 FT [122M] 100 FT [30 M] 500 FT [152 M] 100 FT [30 M] R 100 FT [30 M] FROM EDGE OF SAFETY AREA FATO 100 FT [30 M] FROM FATO EDGE OF SAFETY AREA (8 1: SLOPE) APPROACH/DEPARTURE

(8:1 SLOPE) 

OBJECT IDENTIFICATION 

800 FT [244 M]

3,200 FT [975 M]

SURFACE

S

U

RFA

C

E

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

Curved Approach: General Aviation 

60 
4/24/2012 AC 150/5390-2C 

c. Equipment/object marking. Make heliport maintenance and servicing equipment, as well as 

other objects used in the airside operational areas, conspicuous with paint, reflective paint, reflective tape, 

or other reflective markings. Reference AC 150/5210-5, Painting, Marking, and Lighting of Vehicles 

Used on an Airport. 

218. Safety considerations. Consider the following safety enhancements in the design of a heliport. 

Address other areas, such as the effects of rotor downwash, based on site conditions and the design 

helicopter. 

a. Security. Provide a heliport with appropriate means of keeping the operational areas clear of 

people, animals, and vehicles. Use a method to control access depending upon the helicopter location and 

types of potential intruders. 

(1) Safety barrier. At ground-level general aviation heliports, erect a safety barrier around the 

helicopter operational areas in the form of a fence or a wall. Construct the barrier no closer to the 

operation areas than the outer perimeter of the safety area. Make sure the barrier does not penetrate any 

approach/departure (primary or transitional) surface. If necessary in the vicinity of the approach/departure 

paths, install the barrier well outside the outer perimeter of the safety area. 

(2) Make sure any barrier is 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) Control access to airside areas in a manner commensurate with the barrier (for example, build 

fences with locked gates). Display a cautionary sign similar to that illustrated in Figure 2–34 at access 

points. 

b. Rescue and fire-fighting services. Heliports are subject to state and local rescue and fire-fighting 

regulations. Provide a fire hose cabinet or extinguisher at each access gate/door and each fueling location. 

Locate fire hose cabinets, fire extinguishers, and other fire-fighting equipment near, but below the level 

of, the TLOF. Find additional information in various NFPA publications. For more reference material, see 

Appendix D. 

c. Communications. Use a Common Traffic Advisory Frequency (CTAF) radio to provide arriving 

helicopters with heliport and traffic advisory information but do not use this radio to control air traffic. 

Contact the Federal Communications Commission (FCC) for information on CTAF licensing. 

d. Weather information. An automated weather observing system (AWOS) measures and 

automatically broadcasts current weather conditions at the heliport site. When installing an AWOS, locate 

it at least 100 feet (30 m) and not more than 700 feet (213 m) from the TLOF and such that its 

instruments will not be affected by rotor wash from helicopter operations. Find guidance on AWOS 

systems in AC 150/5220-16, Automated Weather Observing Systems (AWOS) for Non-Federal 

Applications, and FAA Order 6560.20, Siting Criteria for Automated Weather Observing Systems 

(AWOS). Other weather observing systems will have different siting criteria. 

e. Winter operations. Swirling snow raised by a helicopter’s rotor wash can cause the pilot to lose 

sight of the intended landing point and/or hide objects that need to be avoided. Design the heliport to 

accommodate the methods and equipment used for snow removal. Design the heliport to allow the snow 

to be removed sufficiently so it will not present an obstruction hazard to the tail rotor, main rotor, or 

undercarriage. Find guidance on winter operations in AC 150/5200-30, Airport Winter Safety and 

Operations. 

61 
AC 150/5390-2C 4/24/2012 

CAUTION 

HELICOPTER LANDING 

AUTHORIZED 

PERSONNEL 

ONLY 

AREA 

SAFETY 

INSTRUCTIONS 

AVOID FRONT AND REAR 

AREA OF HELICOPTER 

STAY CLEAR 

OF THE 

TAIL ROTOR 

APPROACH AND LEAVE HELICOPTER AS DIRECTED BY CREW 

IN A CROUCHED MANNER WHEN ROTORS ARE TURNING 

AVOID FRONT AND REAR 

AREA OF HELICOPTER 

Figure 2–34. Caution Sign: General Aviation 

62 
 

 

LOWER LIMIT OF THE ON-COURSE SIGNAL 

OBSTACLE CLEARANCE REFERENCE LINE 

LOWER LIMIT OF THE ON-COURSE SIGNAL 

OBSTACLE CLEARANCE REFERENCE LINE 

OBSTACLE CLEARANCE 

PLANE 

10° 

COURSE CENTERLINE 

10° 

CRITICAL 

OBJECT 

VISUAL GLIDESLOPE
 

INDICATOR (VGSI)
 

1° MINIMUM CLEARANCE 

VISUAL GLIDESLOPE
 

INDICATOR (VGSI)
 

VARIABLE SEE DETAIL BELOW 

PILOT'S EYES 

VISUAL GLIDESLOPE 

INDICATOR (VGSI) 

3 FT TO 8 FT

 [1 M TO 2.4 M] 

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

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

63 
AC 150/5390-2C 4/24/2012 

219. Visual glideslope indicators (VGSI). A visual glideslope indicator (VGSI) provides pilots with 

visual vertical course and descent cues. Install the VGSI such that the lowest on-course visual signal 

provides a minimum of 1 degree of clearance over any object that lies within 10 degrees of the approach 

course centerline. 

a. Siting. The optimum location of a VGSI is on the extended centerline of the approach path at a 

distance that brings the helicopter to a hover with the undercarriage between 3 and 8 feet (0.9 to 2.5 m) 

above the TLOF. Figure 2–35 illustrates VGSI clearance criteria. To properly locate the VGSI, estimate 

the vertical distance from the undercarriage to the pilot’s eye. 

b. Control of the VGSI. As an option, allow the VGSI to be pilot controllable such that it is “on” 

only when needed. 

c. VGSI needed. A VGSI is an optional feature. However, provide a VGSI 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. Find additional guidance in AC 150/5345-52, Generic Visual Glideslope 

Indicators (GVGI), and AC 150/5345-28, Precision Approach Path Indicator (PAPI) Systems. 

220. Terminal facilities. A heliport terminal provides 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. Design passenger auto parking areas to accommodate current 

requirements, with the ability to expand them to meet future requirements. Readily available public 

transportation may reduce the requirement for employee and service personnel auto parking spaces. Build 

attractive and functional heliport terminal buildings or sheltered waiting areas. Find guidance on 

designing terminal facilities in AC 150/5360-9, Planning and Design of Airport Terminal Building 

Facilities at Non-Hub Locations. At PPR heliports, the number of people using the facility may be so 

small that there is no need for a terminal building, and minimal needs for other facilities and amenities. 

221. Zoning and compatible land use. The FAA encourages general aviation heliport operators to 

promote the adoption of the following zoning measures where state and local statutes permit to ensure the 

heliport will continue to be available and to protect the investment in the facility. 

a. Zoning to limit building/object heights. Find general guidance on drafting an ordinance that 

would limit building and object heights in AC 150/5190-4, A Model Zoning Ordinance to Limit Height of 

Objects Around Airports. Substitute the heliport surfaces for the airport surfaces in the model ordinance. 

b. Zoning for compatible land use. The FAA encourages public agencies to enact zoning 

ordinances to control the use of property within the HPZ and the approach/departure path environment, 

restricting activities to those that are compatible with helicopter operations. See paragraph 211. 

c. Air rights and property easements. Use air rights and property easements as options to prevent 

the encroachment of obstacles in the vicinity of a heliport. 

64 
4/24/2012 AC 150/5390-2C 

Chapter 3. Transport Heliports 

301. General. A transport heliport is intended to accommodate air carrier operators providing 

scheduled service, or unscheduled service with large helicopters. 

302. Applicability. The standards in this chapter apply to projects funded under the Airport 

Improvement Program (AIP) or Passenger Facility Charge (PFC) program. For other projects/heliports, 

these standards are the FAA’s recommendations for designing all transport heliports. The design 

standards in this chapter assume there will never be more than one helicopter within the final approach 

and takeoff area (FATO) and the associated safety area. If there is a need for more than one touchdown 

and lift-off area (TLOF) at a heliport, locate each TLOF within its own FATO and within its own safety 

area. Figure 3–1 illustrates a typical transport heliport. 

303. Access by individuals with disabilities. Various laws require heliports operated by public 

entities and those receiving federal financial assistance to meet accessibility requirements. See paragraph 

114. 

304. Heliport site selection. 

a. Long term planning. Public agencies and others planning to develop a transport heliport 

consider the possible future need for instrument operations and future expansion. 

b. Property requirements. The property needed for a transport 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. 

c. Turbulence. Air flowing around and over buildings, stands of trees, terrain irregularities, etc. 

can create turbulence on ground-level and roof-top heliports that may affect helicopter operations. Where 

the FATO is located near the edge and top of a building or structure, or within the influence of turbulent 

wakes from other buildings or structures, assess the turbulence and airflow characteristics in the vicinity 

of, and across the surface of the FATO to determine if an air-gap between the roof, roof parapet or 

supporting structure, and/or some other turbulence mitigating design measure is necessary. FAA 

Technical Report FAA/RD-84/25, Evaluating Wind Flow around Buildings on Heliport Placement 

addresses the wind’s effect on helicopter operations. Take the following actions in selecting a site to 

minimize the effects of turbulence. 

(1) Ground-level heliports. Features such buildings, trees, and other large objects can cause 

air turbulence and affect helicopter operations from sites immediately adjacent to them. 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. Establishing a 6 foot (1.8 m) or more air gap on all sides above the 

level of the roof will generally minimize the turbulent effect of air flowing over the roof edge. If an air 

gap is included in the design, keep it free at all times of objects that would obstruct the airflow. If it is not 

practical to include an air gap or some other turbulence mitigating design measure where there is 

turbulence, operational limitations may need to be considered under certain wind conditions (see 

paragraph 101). 

d. Electromagnetic effects. Nearby electromagnetic devices, such as a large ventilator motor, 

elevator motor or other large electrical consumer may cause temporary aberrations in the helicopter 

magnetic compass and interfere with other onboard navigational equipment. 

65 
IN-GROUND FATO 

MARKING 

RECTANGULAR FATO 

APPROACH/DEPARTURE 

SURFACE 

PARKING
 APRON
 

APPROACH/DEPARTURE
 

SURFACE
 

TLOF PERIMETER LIGHTED 

WIND CONE MARKING

RECTANGULAR TLOF SAFETY AREA 

Notes: 

1. Locate the wind cone so that it will not interfere with the approach/departure path
 

or transitional surface.
 

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

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

Figure 3–1. Typical Transport Heliport: Transport 

66 
4/24/2012 AC 150/5390-2C 

305. Basic layout. The heliport consists of a TLOF contained within a FATO. A safety area surrounds 

the FATO. The relationship of the TLOF to the FATO and the safety area is shown in Figure 3–2. A 

FATO contains only one TLOF. Provide appropriate approach/departure airspace to allow safe 

approaches to and departures from landing sites. To the extent feasible, align the preferred 

approach/departure path with the predominant winds (see paragraph 309). Where helicopter flight 

manuals specify the minimum size required for operations, take the size into account in the design of the 

facility. 

306. Touchdown and liftoff 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 in the load-bearing area (LBA), and on the major axis of the FATO. 

b. TLOF size. The TLOF is a square or rectangular surface whose minimum length and width is 

the rotor diameter (RD) of the design helicopter but not less than 50 feet (15.2 m). Increasing the LBA 

centered on the TLOF may provide some safety and operational advantages. 

c. Elongated TLOF: An elongated TLOF can provide an increased safety margin and greater 

operational flexibility. As an option, design an elongated TLOF with a landing position in the center and 

two takeoff positions, one at either end, as illustrated in Figure 3–3. Design the landing position to have a 

minimum length of the RD of the design helicopter, but not less than 50 feet (15.2 m). If the TLOF is 

elongated, also provide an elongated FATO. 

d. Ground-level TLOF surface characteristics. 

(1) Design loads. Design the TLOF and any supporting TLOF structure to be capable of 

supporting the dynamic loads of the design helicopter. 

(2) Paving. Construct the TLOF of portland cement concrete (PCC) (see AC 150/5370-10, 

Standards for Specifying Construction of Airports items P-501) where feasible. Use a broomed or 

roughened pavement finish to provide a skid-resistant surface for helicopters and non-slippery footing for 

people. 

e. Rooftop and other elevated TLOFs. 

(1) Design loads. Design elevated TLOFs and any TLOF supporting structure to be capable 

of supporting the dynamic loads of the design helicopter. An elevated heliport is illustrated in Figure 3–4. 

(2) TLOF surface characteristics. Construct rooftop and other elevated heliport TLOFs of 

metal, concrete, or other materials subject to local building codes. Provide TLOF surfaces with a skidresistant surface finish for helicopters and non-slippery footing for people. 

f. TLOF gradients. Recommended TLOF gradients are defined in Chapter 7. 

67 
AC 150/5390-2C 4/24/2012 

1/2 RD but not less than 

2 RD but not less than 

100 ft [30 m] 

F 

G 

TLOF 

FATO 

SAFETY AREA 

B 

F 

DIM 

B 

C 

E 

F 

ITEM VALUE 

G 

3/4 D - 1/2 RD 

NOTES 

2 RD but not less than 

200 ft [60 m] 

A 1 RD but not less than 

50 ft [15 m] 

G E 

C 

30 ft [9 m] 

See paragraph 306.a.(2) 

and figure 3-5 for 

1,000 ft [304 m] 

adjustments for 

elevations above 

Minimum TLOF Width 

Minimum TLOF Length 

Minimum FATO Width 

Minimum FATO Length 

Minimum Safety Area Width 

Minimum Separation 

Between the Perimeters 

of the TLOF and FATO 

1 RD but not less than 

50 ft [15 m] 

Figure 3–2. TLOF/FATO Safety Area Relationships 

and Minimum Dimensions: Transport 

68 
4/24/2012 AC 150/5390-2C 

A 

C 

30 ft [9 m] 

B 

DIM 

E 

ITEM VALUE 

F 

NOTES 

A 

B 

C 

E 

F 

E 

F 

TAKEOFF POSITION 

TAKEOFF POSITION 

FATO 

LANDING POSITION 

TLOF 

SAFETY AREA 

100 ft [30 m] 

1 RD but not less than 

50 ft [15 m] Minimum TLOF Width 

Position Length 

Minimum FATO Width 

Minimum Safety Area Width 

Minimum Separation 

Between the Perimeters 

of the TLOF and FATO 

1 RD but not less than 

50 ft [15 m] 

Minimum TLOF/Landing 

2 RD but not less than 

3 4 D - 1

2 RD 

1

2 RD but not less than 

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

69 
LIGHTED WIND CONE TLOF 5 FT [1.5 M] WIDE SAFETY NET 

RAISED FATO 

RAMP 

SAFETY AREA 

HELIPORT 

BEACON 

FLUSH FATO

LIGHTING

CAUTION

HELICOPTER LANDING

AREA

SAFETY

AVOID FRONT AND REAR

AREA OF HELICOPTER 

AVOID FRONT AND REAR

AREA OF HELICOPTER 

STAY CLEAR

APPROACH AND LEAVE HELICOPTER AS DIRECTED BY CREW OF THE

IN A CROUCHED MANNER WHEN ROTORS ARE TURNING TAIL ROTOR 

INSTRUCTIONS es:

AUTHORIZED . See Figure 3-23, Elevated FATO Perimeter Lighting, PERSONNEL

for detailed views of the safety net and lighting. ONLY 

. TLOF size and weight limitation box is omitted 

for clarity. Post at Personnel Entrance 

AC 150/5390-2C 4/24/2012 Not

12

Figure 3–4. Elevated Heliport: Transport 

70 
 

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

307. Final approach and takeoff area (FATO). A transport heliport has at least one FATO. The 

FATO contains a TLOF within its borders at which arriving helicopters terminate their approach, and 

from which departing helicopters take off. 

a. FATO size. The FATO is a rectangular surface with the long axis aligned with the preferred 

flight path. See Figure 3–2. 

(1) FATO width. The minimum width of a FATO is at least 2.0 times the RD of the design 

helicopter but not less than 100 feet (30.5 m). 

(2) FATO length. The minimum length of the FATO is 2.0 times the RD of the design 

helicopter but not less than 200 feet (61 m). At elevations above 1000 feet MSL, a longer FATO is 

required to provide an increased safety margin and greater operational flexibility. Use the additional 

FATO length depicted in Figure 3–5. 

300 

200 

100 

0 

0 1 2 3 4 5 6 

0 

90 

60 

30

ADDITION TO FATO LENGTH IN FEET

ADDITION TO FATO LENGTH IN METERS 

SITE ELEVATION (IN THOUSANDS OF FEET) 

Example: Add 80 feet to the basic FATO length for a site elevation of 3,200 feet. 

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

(3) Design the minimum distance between the TLOF perimeter and the FATO perimeter to 

be not less than 3⁄4 D - 1⁄2 RD, where D and RD are of the design helicopter. 

b. FATO surface characteristics. 

(1) Design the entire FATO to support the dynamic loads of the design helicopter. 

(2) If the FATO surface is unpaved, treat it to prevent loose stones and any other flying 

debris caused by rotor wash. 

(3) Design the portion of the FATO abutting the TLOF to be contiguous with the TLOF, with 

the adjoining edges at the same elevation. 

c. Rooftop and other elevated FATOs. 

71 
AC 150/5390-2C 4/24/2012 

(1) Design loads. Design elevated FATOs and any FATO supporting structure to be capable 

of supporting the dynamic loads of the design helicopter 

(2) Elevation. Elevate the FATO above the level of any object in the safety area that cannot 

be removed. 

(3) Obstructions. Elevator penthouses, cooling towers, exhaust vents, fresh air vents, and 

other raised features can affect heliport operations. Establish control mechanisms to ensure obstruction 

hazards are not installed after the heliport is operational. 

(4) Air quality. Helicopter exhaust can affect building air quality if the heliport is too close 

to fresh air vents. When designing a building intended to support a helipad, locate fresh air vents 

accordingly. When adding a helipad to an existing building, relocate fresh air vents if necessary or, if 

relocation is not practical, installing charcoal filters or a fresh air intake bypass louver system for HVAC 

systems may be adequate. 

(5) FATO surface characteristics. Construct rooftop and other elevated heliport FATOs of 

metal, concrete, or other materials subject to local building codes. Provide the FATO surface with nonslippery footing for people. 

(6) Safety net. If the platform is elevated 4 feet (1.2 m) or more above its surroundings, Title 

29 CFR Part 1910.23, Guarding Floor and Wall Openings and Holes, requires the provision of fall 

protection. The FAA recommends such protection for all platforms elevated 30 inches (76 cm) or more. 

However, do not use permanent railings or fences since they would be safety hazards during helicopter 

operations. As an option, install a safety net, meeting state and local regulations but not less than 5 feet 

(1.5 m) wide. Design the safety net to have a load-carrying capability of 50 lb/sq ft (244 kg/sq m). Do not 

allow the net, as illustrated in Figure 3–23, to project above the level of the FATO. Fasten both the inside 

and outside edges of the safety net to a solid structure. Construct nets of materials that are resistant to 

environmental effects. 

(7) Access to elevated FATOs. Title 29 CFR Part 1926.34, Means of Egress, requires two 

separate access points for an elevated structure such as one supporting an elevated FATO. Design stairs in 

compliance with Title 29 CFR Part 1910.24, Fixed Industrial Stairs. Design handrails required by this 

standard to fold down or be removable to below the level of the FATO so they will not be hazards during 

helicopter operations. 

d. Mobile objects within the FATO. The FATO design standards in this AC assume the TLOF 

and FATO are closed to other aircraft if a helicopter or other mobile object is within the FATO or the 

safety area. 

e. Fixed objects within the FATO. Remove all fixed objects projecting above the FATO 

elevation except for lighting fixtures, which may project a maximum of 2 inches (5 cm). See Figure 7–3. 

For ground level heliports, remove all above-ground objects to the extent practicable. 

f. FATO/FATO separation. If a heliport has more than one FATO, separate the perimeters of 

two FATOs so the respective safety areas do not overlap. This separation assumes simultaneous 

approach/departure operations will not take place. If the heliport operator intends for the facility to 

support simultaneous operations, provide a minimum 200 foot (61 m) separation. 

g. FATO gradients. Recommended FATO gradients are defined in Chapter 7. 

308. Safety area. The safety area surrounds the FATO. 

a. Safety area width. The safety area extends outward on all sides of the FATO for a distance 

of at least 1⁄2 RD but not less than 30 feet (9 m). 

72 
4/24/2012 AC 150/5390-2C 

b. Mobile objects within the safety area. The safety area design standards of this AC assume 

the TLOF and FATO are closed to other aircraft if a helicopter or other mobile object is within the FATO 

or the safety area. 

c. Fixed objects within a safety area. Remove all fixed objects within a safety area projecting 

above the FATO elevation except for lighting fixtures, which may project a maximum of 2 inches (5 cm). 

See Figure 7–3. For ground level heliports, remove all above-ground objects to the extent practicable. 

d. Safety area surface. The safety area need not be load bearing. Figure 3–6 depicts a safety 

area extending over water. If possible, make the portion of the safety area abutting the FATO contiguous 

with the FATO with the adjoining edges at the same elevation. This is needed to avoid the risk of catching 

a helicopter skid or wheel. Clear the safety area of flammable materials and treat the area to prevent loose 

stones and any other flying debris caused by rotor wash. 

e. Safety area gradients. Safety area gradients are detailed in 6Chapter 7. 

309. VFR approach/departure paths. The purpose of approach/departure airspace, shown in Figure 

3–7 and Figure 3–8, is to provide sufficient airspace clear of hazards to allow safe approaches to and 

departures from the TLOF. 

a. Number of approach/departure paths. Align preferred approach/departure paths with the 

predominant wind direction so downwind operations are avoided and crosswind operations are kept to a 

minimum. To accomplish this, design a transport heliport to have more than one approach/departure path. 

Base other approach/departure paths on the assessment of the prevailing winds or, when this information 

is not available, separate such flight paths and the preferred flight path by at least 135 degrees. See Figure 

3–7. 

b. VFR Approach/Departure and Transitional Surfaces. Figure 3–7 and Figure 3–8 illustrate 

the approach/departure and transitional surfaces. 

(1) An approach/departure surface is centered on each approach/departure path. 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 4,000 feet (1,219 m) where the width is 500 feet (152 m) at a height of 

500 feet (152 m) above the heliport elevation. 

(2) 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 units vertical) for a distance of 250 feet (76 m) from the centerline. The 

transitional surfaces start at the edge of the FATO parallel to the approach/departure surfaces and extend 

to the end of the approach/departure surface. The transitional surface does not apply on the FATO edge 

opposite the approach/departure surface. 

73 
AC 150/5390-2C 4/24/2012 

FATO SAFETY AREA EXTENDS 

BEYOND PIER TLOF 

PIER 

TAXIWAY ON-SHORE 

PARKING APRON 

Note: Markings not shown omitted for clarity. 

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

74 
FATO 

PREDOMINATE WIND DIRECTION 

SURFACE BASED UPON THE 

PREFERRED APPROACH/DEPARTURE 

APPROACH/ 

DEPARTURE 

SURFACE 

(TYPICAL) 

SEE DETAIL 

OPPOSITE 

HELIPORT 

135° 

SHADED AREA 

TO HAVE SAME 

CHARACTERISTICS 

AS FATO 

250 FT [76 M] 

500 FT [152 M] 

500 FT

 [152 M] 

4,000 FT

 [1,219 M] 

LEGEND 

8:1 Approach/Departure 

Surface 

250 FT FATO 

[76 M] 2:1 Transitional Surface 

500 FT

 [152 M] 

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

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

Transport 

75 
AC 150/5390-2C 4/24/2012 

(3) Make sure the approach/departure and transitional surfaces are free of penetrations unless 

an FAA aeronautical study determines such penetrations not to be hazards. The FAA conducts such 

aeronautical studies only at public heliports and private airports with FAA-approved approach 

procedures. Paragraph 111 provides additional information on hazards to air navigation. 

c. Curved VFR approach/departure paths. As an option, include one curve in VFR 

approach/departure paths. As an option, design these paths to use the airspace above public lands, such as 

freeways or rivers. When including a curved portion in the approach/departure path, make sure the sum of 

the radius of arc defining the center line and the length of the straight portion originating at the FATO is 

not less than 1,886 feet (575 m). Design the approach/departure path so the minimum radius of the curve 

is 886 feet (270 m) and that the curve follows a 1,000 feet (305 m) straight section. Design the 

approach/departure path so the combined length of the center line of the curved portion and the straight 

portion is 4,000 feet (1,219 m). See Figure 3–8. 

d. Flight path alignment guidance. As an option, use flight path alignment markings and/or 

flight path alignment lights (see paragraphs 301.d and 301.g) where it is desirable and practicable to 

indicate available approach and/or departure flight path direction(s). See Figure 3–9. 

e. Periodic review of obstructions. Vigilant heliport operators reexamine obstacles in the 

vicinity of approach/departure paths on at least an annual basis. This reexamination includes an appraisal 

of the growth of trees near approach and departure paths. Paragraph 111 provides additional information 

on hazards to air navigation. Pay particular attention to obstacles that need to be marked or lighted. It may 

be helpful to maintain a list of the GPS coordinates and the peak elevation of obstacles. 

310. Heliport protection zone (HPZ). The FAA recommends the establishment of an HPZ for each 

approach/departure surface. The HPZ 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 3–10. The 

HPZ is intended to enhance the protection of people and property on the ground. This is achieved through 

heliport owner control over the HPZ. Such control includes clearing HPZ areas (and maintaining them 

clear) of incompatible objects and activities. The FAA discourages residences and places of public 

assembly in an HPZ. (Churches, schools, hospitals, office buildings, shopping centers, and other uses 

with similar concentrations of persons typify places of public assembly.) Do not locate hazardous 

materials, including fuel, in the HPZ. 

311. Wind cone. 

a. Specification. Use a wind cone conforming to AC 150/5345-27, Specification for Wind Cone 

Assemblies, to show the direction and magnitude of the wind. Use a color that provides the best possible 

color contrast to its background. 

b. Wind cone location. Locate the wind cone so it provides the pilot with valid wind direction 

and speed information in the vicinity of the heliport under all wind conditions. 

(1) At many landing sites, there may be no single, ideal location for the wind cone. At other 

sites, it may not be possible to site a wind cone at the ideal location. In such cases, install more than one 

wind cone in order to provide the pilot with all the wind information needed for safe operations. 

(2) Place the wind cone so a pilot on the approach path can see it clearly when the helicopter 

is 500 feet (150 m) from the TLOF. 

(3) Place the wind cone so pilots can see it from the TLOF. 

(4) To avoid presenting an obstruction hazard, locate the wind cone(s) outside the safety 

area, and so it does not penetrate the approach/departure or transitional surfaces. 

76 
4/24/2012 AC 150/5390-2C 

c. Wind cone lighting. For night operations, illuminate the wind cone, either internally or 

externally, to ensure it is clearly visible. 

312. Taxiways and taxi routes. Taxiways and taxi routes provide 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 Figure 3–11. 

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). Find these dimensions in Table 3-1. 

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, design the facility with hover taxiway widths rather than ground taxiway widths. 

Where the visibility of the centerline marking cannot 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, determine the 

minimum taxiway/taxi route dimensions as if there was no centerline marking. 

b. Surfaces. For ground taxiways, provide a portland cement concrete or asphalt surface. For 

unpaved portions of taxi routes, provide a turf cover or treat the ground in some way to prevent dirt and 

debris from being raised by a taxiing helicopter’s rotor wash. 

c. Gradients. See Chapter 7 for taxiway and taxi route gradient standards. 

313. Helicopter parking. A transport heliport has a paved apron for parking helicopters. The size of 

the apron depends on the number and size of specific helicopters to be accommodated. It is not necessary 

that every parking position accommodate the design helicopter. Design individual parking positions to 

accommodate the helicopter size and weight expected to use the parking position at the facility. However, 

use the design helicopter to determine the separation between parking positions and taxi routes. Use the 

larger helicopter to determine the separation between parking positions intended for helicopters of 

different sizes. Design parking positions to support the static loads of the helicopter intended to use the 

parking area. Ground taxi turns of wheeled helicopters are significantly larger than a hover turn. Consider 

the turn radius of helicopters when designing taxi intersections and parking positions for wheeled 

helicopters. Design heliport parking areas so helicopters will be parked in an orientation that keeps the 

“avoid areas” around the tail rotors (see Figure 3–12) clear of passenger walkways. Establish separate 

aprons for specific functions such as passenger boarding, maintenance, and parking of based and transient 

helicopters. 

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

Taxiway 

(TW) 

Centerline 

Marking 

Type 

TW Edge 

Marking 

Type 

Minimum 

Width of 

Paved Area 

Lateral 

Separation 

Between TW 

Edge Markings 

Total Taxi Route 

Width 

Ground 

Taxiway Painted Painted 2 x UC 2 x UC 11⁄2 RD 

Hover Taxi Painted Painted 2 x UC 2 x UC 2 RD 

RD: rotor diameter of the design helicopter 

TW: taxiway 

UC: undercarriage length or width (whichever is larger) of the design helicopter 

77 
 

500 FT 

[152 M] 

1,000 FT [305 M] 

R = 886 FT 

[270 M] 

500 FT 

[152 M] 

R = 1,886 FT [575 M] 

Legend: 

8:1 Approach/Departure
 

Surface
 

2:1 Transitional Surface 

Notes: 

1.	 Use any combination of straight portions and one curved portion using the following formula: 

S + R 1,886 ft [575 m] and R 886 ft [270 m], where S is the length of the straight portion(s) and R is the 

radius of the turn. Note that any combination 1,886 ft [575 m] will work. 

2.	 The minimum total length of the centerline of the straight and curved portion is 4,000 ft [1,219 m]. 

3.	 Helicopter take-off performance may be reduced in a curve. Consider a straight portion along the
 

take-off climb surface prior to the start of the curve to allow for acceleration. 

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

Figure 3–8. Curved Approach/Departure: Transport 

78 
 

BIDIRECTIONAL AND SINGLE FLIGHT PATHS 

SAFETY AREA SINGLE FLIGHT 

PATH MARKING 

FATO 

BIDIRECTIONAL 

FLIGHT PATH MARKING 

TLOF 

SEE DETAIL A 

5 FT [1.5 M] 10 FT [3.0 M] 

MINIMUM 

1.5 FT

 [0.46 M] 

LIGHTS (3 MINIMUM) 5 FT

 5 - 10 FT [1.5 M] [1.5 -3.0 M] SPACING 

DETAIL A FLIGHT PATH ALIGNMENT MARKING DETAIL 

Notes (arrow): Notes (lights): 

1. Arrowheads have constant 1. Light type: omnidirectional inset green 

dimensions lights 

2. If necessary, adjust stroke length to match length 2. If necessary, locate lights outside arrow 

available (Minimum length: 10 ft [3 m]) 

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

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

79 
 

8:1 APPROACH/DEPARTURE SURFACE 

2:1 TRANSITIONAL SURFACE 

2:1 TRANSITIONAL SURFACE 

HELIPORT
 

PROTECTION ZONE
 

400 FT [122 M]
 

AT GROUND LEVEL
 

8:1 APPROACH/DEPARTURE SURFACE 

SAFETY AREA 

FATO 

TLOF 

2:1 TRANSITIONAL SURFACE 

2:1 TRANSITIONAL SURFACE 

FATO 

HELIPORT
 

PROTECTION ZONE

 400 FT [122 M]
 

AT GROUND LEVEL
 

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

Figure 3–10. Heliport Protection Zone: Transport 

80 
 

 

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

PAVED TAXIWAY WIDTH 

NOT LESS THAN TWO TIMES 

THE UNDERCARRIAGE WIDTH 

OF THE DESIGN HELICOPTER 

TAXIWAY EDGE MARKING:

 TWO CONTINUOUS 6 IN [15 CM]

 YELLOW LINES SPACED 6 IN [15 CM] APART 

TAXI ROUTE WIDTH 

SEE TABLE 3-1 FOR 

TAXIWAY/TAXI ROUTE WIDTH 

TAXIWAY CENTERLINE MARKING: 

CONTINUOUS 6 IN [15 CM] YELLOW LINE 

Figure 3–11. Taxiway/Taxi Route Relationship, 

Centerline and Edge Marking: Transport 

81 
1 R 

D 

P A R K I N G C I R C

L

E 

R 

O T 

O R L I 

T A 

A R C 

SECURITY FENCE SEE NOTE 2 

PASSENGER WALKWAY 

SEE NOTE 2 

SEE NOTE 3 

CAUTION SIGN 

AT GATE 

LARGEST D THE 

PARKING POSITION 

WILL ACCOMMODATE 

PARKING POSITION
 

IDENTIFIER
 

(LETTER OR NUMBER)
 

TDPC MARKING 

Notes: 

1.	 Base the design of these parking positions on the 3. Minimum distance between tail rotor arcs is 1

3 RD. 

understanding that the helicopter may pivot about the If parking areas are different sizes, 1

3 RD of the larger mast prior to exiting the parking position. design helicopter. 

2.	 Minimum clearance between the
 

tail rotor arc and fixed objects:
 

 Hover taxi operations: 1

3 RD of the larger
 

helicopter but not less than 10 ft [3 m]
 

 Ground taxi operations: 10 ft [3 m]

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

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

82 
1 R D 

P A R K I N G 

C I

R C

L

E 

CAUTION SIGN
 

AT GATE SECURITY FENCE
 

SEE NOTE 2 

PASSENGER WALKWAY 

SHOULDER 

MARKING 

Notes: 

1.	 Base the design of these parking positions on 

the understanding that the helicopter may enter the 

parking position from either direction. 

2.	 Minimum clearance between 1RD
 

parking circle and fixed objects:
 

 Hover taxi operations: 1

3 RD of the larger
 

helicopter but not less than 10 ft [3 m] 

 Ground taxi operations: 10 ft [3 m]

SEE NOTE 3 

LARGEST D THE 

PARKING POSITION 

WILL ACCOMMODATE 

PARKING POSITION
 

IDENTIFIER
 

(LETTER OR NUMBER)
 

3. Minimum distance between tail rotor arcs is 1

3 RD. 

If parking areas are different sizes, 1

3 RD of the larger 

design helicopter. 

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

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

83
 
AC 150/5390-2C 4/24/2012 

a. Location. Do not locate aircraft parking areas under an approach/departure surface. As an 

option, allow aircraft parking areas under the transitional surfaces. 

(1) For “turn around” parking positions, locate the parking position to provide a minimum 

distance between the tail rotor arc and any object, building, or safety area. The standard for this distance 

is 10 feet (3 m) for ground taxi operations and the greater of 10 feet (3 m) or 1

/3 RD for hover taxi 

operations. See Figure 3–12 and Figure 3–14. 

(2) For “taxi-through” parking positions, locate the parking position to provide a minimum 

distance between the main rotor circle and any object, building, or safety area. The standard for this 

distance is 10 feet (3 m) for ground taxi operations and the greater of 10 feet (3 m) or 1

/3 RD for hover taxi 

operations. See Figure 3–13 and Figure 3–15. 

(3) Locate the parking position to provide a minimum distance between the tail rotor arc and 

the edge of any taxi route. The standard for this distance is 1⁄2 RD but not less than 30 feet (9.1 m). 

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. The more demanding operation will 

dictate what is needed at a particular site. Usually, the parking area needs for skid-equipped helicopters 

will be the most demanding. However, when the largest helicopter is a very large, wheeled aircraft (for 

example, the S-61), and the skid-equipped helicopters are all much smaller, the parking size needs for 

wheeled helicopters may be the most demanding. If wheel-equipped helicopters taxi with wheels not 

touching the surface, design parking areas based on hover taxi operations rather than ground taxi 

operations. 

(1) If all parking positions are the same size, design them to be large enough to accommodate 

the largest helicopter that will operate at the heliport. 

(2) As an option when there is more than one parking position, design the facility with 

parking positions of various sizes with at least one position that will accommodate the largest helicopter 

that will park at the heliport. Design other parking positions to be smaller, for the size of the individual or 

range of individual helicopters parking at that position. 

(3) “Turn-around” parking positions are illustrated in Figure 3–14. 

(4) “Taxi-through” parking positions are illustrated in Figure 3–15. When using this design 

for parking positions, the heliport owner and operator take steps to ensure all pilots are informed that 

“turn-around” departures from the parking position are not permitted. 

(5) Do not design “back-out” parking positions at transport heliports. 

c. Passenger walkways., Provide marked walkways at parking positions. Locate passenger 

walkways to minimize passenger exposure to various risks during passenger loading and unloading. 

Design the pavement so spilled fuel does not drain onto passenger walkways or toward parked 

helicopters. 

d. Fueling. Design the facility to allow fueling with the use of a fuel truck or a specific fueling 

area with stationary fuel tanks. 

84 
TAIL ROTOR

 ARC 

1

3 RD 

1 RD CIRCLE 

PARKING POSITION 

CENTERLINE (SOLID) 

TAXI ROUTE 

WIDTH 

SEE TABLE 2-2 

SEE 

NOTE 2 

TAXI ROUTE WIDTH 

TDPC MARKING SEE TABLE 2-2 

APPROACH/ APPROACH/
 

DEPARTURE
 DEPARTURE
 

SURFACE
 SURFACE 

SAFETY AREA 

TLOF EDGE MARKING FATO EDGE MARKING
 

Notes:
 

1.	 Several markings (such as Parking Position Identifier and passenger walkways) have been omitted for 

clarity. 

2.	 Minimum clearance between the tail rotor arcs : 

 Hover taxi operations: 1

3 RD of the larger helicopter, but not less than 10 ft [3 m]
 

 Ground taxi operations: 10 ft [3 m]

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

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

85
 
TLOF EDGE MARKING	 FATO EDGE MARKING 

APPROACH/ APPROACH/ 

DEPARTURE DEPARTURE 

SURFACE SURFACE 

SAFETY AREA 

TAXI ROUTE 

WIDTH SHOULDER LINE 

SEE TABLE 2-2 MARKING 

TAXI ROUTE 

WIDTH 

SEE TABLE 2-2 

SEE
 

NOTE 3
 TAXI ROUTE

 WIDTH
 

SEE TABLE 2-2
 

1

3 RD 

1 RD CIRCLE	 PARKING POSITION 

Notes: CENTERLINE (SOLID) 

1. Several markings (such as Parking Position Identifier and passenger walkways) have been omitted for clarity. 

2. Design parking positions so that the helicopters exit taxiing forward. 

3. Minimum clearance between the arcs generated by the main rotor: 

 Hover taxi operations: 1

3 RD of the larger helicopter, but not less than 10 ft [3 m]
 

 Ground taxi operations: 10 ft [3 m]

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

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

86 
TDPC MARKING 

(USE WITH TURN-AROUND 

PARKING ONLY) 

INNER DIAMETER = 

1

2 D OF DESIGN HELICOPTER 

18 IN. [46 CM] WIDE 

YELLOW STRIPE 

CENTERLINE
 

12 IN [30 CM] WIDE
 

YELLOW LINE
 

10 FT [3 M] 

OUTER DIAMETER CIRCLE 

6 IN [15 CM] WIDE 

YELLOW LINE 

6 IN [15 CM] 

WIDE STRIPE 

YELLOW LINE 

PASSENGER WALKWAY 

IN BLACK AND WHITE PAINT 

SHOULDER LINE
 

(USE WITH TAXI-THROUGH

 ONLY)
 

6 IN [15 CM] WIDE
 

YELLOW LINE
 

1 RD CIRCLE 

6 IN [15 CM] WIDE 

YELLOW LINE 

PARKING POSITION WEIGHT 

LIMITATION (IF APPLICABLE) 

IN 3 FT [0.9 M] HIGH CHARACTERS 

PARKING POSITION IDENTIFIER 

(LETTER OR NUMBER) 

IN 3 FT [0.9 M] HIGH CHARACTERS 

LARGEST D THE PARKING 

POSITION WILL ACCOMMODATE 

IN 3 FT [0.9 M] HIGH CHARACTERS 

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

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

87 
AC 150/5390-2C 4/24/2012 

(1) Various federal, state, and local requirements for petroleum handling facilities apply to 

systems for storing and dispensing fuel. Find guidance in AC 150/5230-4, Aircraft Fuel Storage, 

Handling, and Dispensing on Airports. Find additional information in various National Fire Protection 

Association (NFPA) publications. For a list of more resources, see Appendix D. 

(2) Do not locate fueling equipment in the TLOF, FATO, or safety area. Design separate 

fueling locations and mark them to minimize the potential for helicopters to collide with the dispensing 

equipment. Design fueling areas so there is no object tall enough to be hit by the main or tail rotor blades 

within a distance of RD of the design helicopter from the center point of the position where the helicopter 

is fueled (providing 1⁄2 RD clearance from the rotor tips). If this is not practical at an existing facility, 

install long fuel hoses. 

(3) Lighting. Light the fueling area if night fueling operations are contemplated. Ensure any 

light poles do not constitute an obstruction hazard. 

e. Tiedowns. Install recessed tiedowns to accommodate extended or overnight parking of based 

or transient helicopters. Ensure any depression associated with the tiedowns is of a diameter not 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, provide storage for tiedown chocks, chains, cables, and ropes off the 

heliport surface to avoid fouling landing gear. Find guidance on tiedowns in AC 20-35, Tiedown Sense. 

314. Heliport markers and markings. Markers and/or surface markings identify the facility as a 

heliport. Use surface markings of paint or preformed material. (See AC 150/5370-10, Item P-620, for 

specifications for paint and preformed material). As an option, use reflective paint and reflective markers, 

though remember overuse of reflective material can be blinding to a pilot using landing lights. As an 

option, outline lines/markings with a 6-inch (15 cm) wide line of a contrasting color to enhance 

conspicuity. Place markings that define the edges of a TLOF, FATO, taxiway or apron within the limits 

of those areas. Use the following markers and markings. 

a. Heliport identification marking. The identification marking identifies the location as a 

heliport, marks the TLOF and provides visual cues to the pilot. The marking consists of a white “H.” The 

“H” has a minimum height of 0.3 D. Locate the “H” in the center of the TLOF and orient it on the axis of 

the preferred approach/departure path. Place a one-foot wide bar under the “H” when it is necessary to 

distinguish the preferred approach/departure direction. The proportions and layout of the letter “H” are 

illustrated in Figure 3–17. 

b. TLOF markings. 

(1) TLOF perimeter marking. Define the perimeter of a TLOF with a continuous 12-inch 

(30 cm) wide, white line, as shown in Figure 3–18. 

(2) Touchdown/positioning circle (TDPC) marking. A TDPC marking provides guidance 

to allow a pilot to touch down in a specific position on paved surfaces. When the pilot’s seat is over the 

marking, the undercarriage will be inside the LBA, and all parts of the helicopter will be clear of any 

obstacle by a safe margin. A TDPC marking is a yellow circle with an inner diameter of 1⁄2 D and a line 

width of 18 in (46 cm). Locate a TDPC marking in the center of a TLOF. See Figure 3–17. 

88 
 

 

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

ALTERNATE MARKING WITH 

2. 

3. 

DETAIL B 

NO WEIGHT RESTRICTIONS 

TLOF SIZE/WEIGHT 

LIMITATION 'BOX' 

SEE DETAIL B 

SEE DETAIL A 

DETAIL A 

HELIPORT INDENTIFICATION 

SYMBOL 

NO WEIGHT LIMIT 

Notes: 

See Appendix C for the form and proportion of the numbers used in the TLOF Size and 

"12" indicates the maximum takeoff weight (12,000 lbs) of the TLOF design helicopter, 

"D53" indicates the overall length of the largest helicopter (53 ft) for which the TLOF is 

1. 

Limitation Box. 

designed. 

in units of thousands of pounds. 

PAINT 

OF "H" WHITE 

INTERIOR 

A 

(0.30 D) 

0.1A 0.02A 

0.66A 

0.2A 

10 IN 

[25 CM] 

SEE NOTE 2 

SEE NOTE 3 

10 FT 

[3 M] 

SQUARE 

TOUCHDOWN POSITION CIRCLE 

INNER DIAMETER - 1

2 D OF DESIGN 

HELICOPTER 

18 IN [46 CM] WIDE YELLOW LINE 

Figure 3–17. Standard Heliport Identification Symbol, 

TLOF Size and Weight Limitations: Transport 

89 
 

 

 

 

 

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

DETAIL A 

5 FT [1.5 M] 

Notes: 

1. Orient the "H" on the axis of the preferred approach/departure surface. 

FATO EDGE MARKING 

SEE NOTES 4 & 5 AND DETAIL A 

TLOF EDGE MARKING 

APPROACH/DEPARTURE

SURFACE 

APPROACH/DEPARTURE

SURFACE 

SAFETY AREA 

SEE NOTE 3 

FATO IN-GROUND MARKING 

12 IN [30 CM] 

5 FT [1.5 M] MIN 

6 FT [2 M] MAX 

TDPC 

MARKING 

2. Mark the perimeter of the TLOF and FATO. 

3. 

4. 

Define the perimeter of a paved or hard surfaced TLOF with a continuous 

12 in [30 cm] white line. 

Define the perimeter of a paved FATO with a 12 in [30 cm] wide dashed line per Detail A. 

5. 

6. See Figure 3-17 for " H", Touchdown/Position, Overall Length and Weight Limitation box 

dimensions. 

Define the perimeter of an unpaved FATO with flush in-ground markers per Detail A. 

Figure 3–18. Paved TLOF/Paved FATO – 

Paved TLOF/Unpaved FATO – Marking: Transport 

90 
4/24/2012 AC 150/5390-2C 

(3) TLOF size and weight limitations. Mark the TLOF to indicate the length and weight of 

the largest helicopter it will accommodate, as shown in Figure 3–17. Place these markings in a box in the 

lower right-hand corner of the TLOF, or the on right-hand side of the “H” of a circular TLOF, when 

viewed from the preferred approach direction. The box is 10 feet square (3 m). The numbers are 36” (92 

cm) high (see Figure C–2). The numbers are black with a white background. 

(4) TLOF size limitation. This number is the length (D) of the largest helicopter the TLOF 

will accommodate, as shown in Figure 3–17. The marking consists of the letter “D” followed by the 

dimension in feet. Do not use metric equivalents for this purpose. Center this marking in the lower section 

of the TLOF size/weight limitation box. 

(5) TLOF weight limitations. If a TLOF has limited weight-carrying capability, mark it 

with the maximum takeoff weight of the design helicopter, in units of thousands of pounds, as shown in 

Figure 3–17. Do not use metric equivalents for this purpose. Center this marking in the upper section of a 

TLOF size/weight limitation box. If the TLOF does not have a weight limit, add a diagonal line, 

extending from the lower left hand corner to the upper right hand corner, to the upper section of the TLOF 

size/weight limitation box. 

c. FATO markings. 

(1) FATO perimeter marking. 

(a) Paved FATOs. Define the perimeter of a paved FATO with a 12-inch (30 cm) wide 

dashed white line. Define the corners of the FATO. The marking segments are approximately 5 feet (1.5 

m) in length, and with end-to-end spacing of approximately 5 feet (1.5 m). See Figure 3–18. 

(b) Unpaved FATOs. Mark the perimeter of an unpaved FATO with 12-inch (30 cm) 

wide, flush in-ground markers. Define the corners of the FATO. They are approximately 5 feet (1.5 m) in 

length, and with end-to-end spacing of approximately 5 feet (1 5 m). See Figure 3–18. 

d. Flight path alignment guidance marking. An optional flight path alignment guidance 

marking consists of one or more arrows to indicate the preferred approach/departure direction(s). Place it 

on the TLOF, FATO and/or safety area surface as shown in Figure 3–9. The shaft of the arrow is 18 

inches (50 cm) in width and at least 10 feet (3 m) in length. When combined with a flight path alignment 

guidance lighting system described in paragraph 301.g, it takes the form shown in Figure 3–9, which 

includes scheme for marking the arrowheads. Use a color that provides good contrast against the 

background color of the surface. An arrow pointing toward the center of the TLOF depicts an approach 

direction. An arrow pointing away from the center of the TLOF depicts a departure direction. In the case 

of a flight path limited to a single departure path, the arrow marking is unidirectional. In the case of a 

heliport with only a bidirectional approach /takeoff flight path available, the arrow marking is 

bidirectional. 

e. Taxiway and taxi route markings. 

(1) Taxiway markings. Mark the centerline of a taxiway with a continuous 6-inch (15 cm) 

yellow line. Mark both edges of the taxiway with two continuous 6- inch (15 cm) wide yellow lines 

spaced 6 inches (15 cm) apart. Figure 3–11 illustrates taxiway centerline and edge markings. 

(2) Taxiway to parking position transition requirements. For paved taxiways and parking 

areas, taxiway centerline markings continue into parking positions and become the parking position 

centerlines. 

f. Helicopter parking position markings. Helicopter parking positions have the following 

markings. 

91 
AC 150/5390-2C 4/24/2012 

(1) Paved parking position identifications. Mark parking position identifications (numbers 

or letters) if there is more than one parking position. These markings are yellow characters 36 inches (91 

cm) high. See Figure 3–16 and Figure C–1. 

(2) Rotor diameter circle. Define the circle of the RD of the largest helicopter that will park 

at that position with a 6-inch (15 cm) wide, solid yellow line with an outside diameter of RD. See Figure 

3–12. 

(3) Touchdown/positioning circle (TDPC) marking. An optional TDPC marking provides 

guidance to allow a pilot to touch down in a specific position on paved surfaces. When the pilot’s seat is 

over the marking, the undercarriage will be inside the LBA, and all parts of the helicopter will be clear of 

any obstacle by a safe margin. A TDPC marking is a yellow circle with an inner diameter of 1⁄2 D and a 

line width of 18 in (46 cm). Locate a TDPC marking in the center of a parking area. See Figure 3–16. The 

FAA recommends a TDPC marking for “turn-around” parking areas. 

(4) Maximum length marking. This marking on paved surfaces indicates the D of the 

largest helicopter that the position will accommodate (for example, 49). This marking is in yellow 

characters at least 36 inches (91 cm) high. See Figure 3–17 and Figure C–1. 

(5) Parking position weight limit. If a paved parking position has a weight limitation, mark 

it in units of 1,000 lbs as illustrated in Figure 3–16. (A “12” indicates a weight-carrying capability of up 

to 9,000 lbs. Do not use metric equivalents for this purpose.) This marking consists of yellow characters 

36 inches (91 cm) high. When necessary to minimize the possibility of being misread, place a bar under 

the number. See Figure 3–17 and Figure C–1. 

(6) Shoulder line markings. Use optional shoulder line markings for paved parking areas 

(Figure 3–12) to ensure safe rotor clearance. Locate a 6-inch (15 cm) wide solid yellow shoulder line, 

perpendicular to the centerline and extending to the RD marking, so it is under the pilot’s shoulder. This 

ensures the main rotor of the largest helicopter the position will accommodate will be entirely within the 

rotor diameter parking circle. See Figure 3–16. The FAA recommends a shoulder line marking for “taxi 

through” parking areas. 

(7) Walkways. Figure 3–12 illustrates one marking scheme. 

g. Closed heliport. Obliterate all markings of a permanently closed heliport, FATO, or TLOF. 

If it is impractical to obliterate markings, place a yellow “X” over the “H”, as illustrated in Figure 3–19. 

Make the yellow “X” large enough to ensure early pilot recognition that the heliport is closed. Remove 

the wind cone(s) and other visual indications of an active heliport. 

h. Marking sizes. See Appendix C for guidance on the proportions of painted numbers. 

92 
4/24/2012 AC 150/5390-2C 

FATO EDGE MARKING REMOVED 

WIND CONE REMOVED 

OUT WITH A YELLOW X MARKING 

PAINTED H MARKING CROSSED 

Figure 3–19. Marking a Closed Heliport: Transport 

315. Heliport lighting. For night operations, light the heliport with FATO and/or TLOF perimeter 

lights as described below. Design flush light fixtures and installation methods to support point loads of 

the design helicopter transmitted through a skid or wheel. 

a. TLOF – perimeter lights. Use flush green lights meeting the requirements of FAA Airports 

Engineering Brief 87, Heliport Perimeter Light for Visual Meteorological Conditions (VMC), to define 

the TLOF perimeter. Use a minimum of four light fixtures per side of the TLOF. Locate a light is located 

at each corner, with additional lights uniformly spaced between the corner lights. Using an odd number of 

lights on each side will place lights along the centerline of the approach. Install lights at a maximum 

spacing of 25 feet (7.6 m). Locate flush lights within 1 foot (30 cm) (inside or outside) of the TLOF 

perimeter. Figure 3–20 and Figure 3–21 illustrate this lighting. 

93 
PREFERRED APPROACH C 5 APPROACH LIGHTS (OPTIONAL) L

SEE FIGURE 3-24 FOR DETAILS 

FLUSH TLOF EDGE LIGHTS

GREEN IN-PAVEMENT

TAXIWAY CENTERLINE LIGHTS

LIGHTED WIND CONE 

FLUSH TLOF EDGE LIGHTS 

1 FT [30 CM] 

FLUSH FATO EDGE LIGHTS 

FLUSH IN-PAVEMENT LIGHT DETAIL

Notes: 

1. Install flush FATO and TLOF perimeter lights inside or outside within 1ft [30 cm] of the FATO and TLOF

respective perimeters.

2. TLOF size and weight limitation box is not shown for clarity. 

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

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

94 
5 APPROACH LIGHTS (OPTIONAL) 

PREFERRED APPROACH C SEE FIGURE 3-24 FOR DETAILS L 

GREEN IN-PAVEMENT 

TAXIWAY CENTERLINE LIGHTS 

LIGHTED WIND CONE 

SEE NOTE 2 

FLUSH TLOF EDGE LIGHTS

RAISED FATO OMNIDIRECTIONALLIGHTS 

Notes: 

1. Install flush TLOF lights inside or outside ± 1 ft [30cm] of the TLOF perimeter.2. Install raised FATO lights 10 ft [3 m] outside the FATO. 3. TLOF size and weight limitation box is not shown for clarity. 

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

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

95 
AC 150/5390-2C 4/24/2012 

b. Optional TLOF lights. As an option, install a line of 7 green, flush lights meeting the 

standards of EB 87 spaced at 5-foot (1.5 m) intervals in the TLOF pavement. Align these lights on the 

centerline of the approach course to provide close-in directional guidance and improve TLOF surface 

definition. These lights are illustrated in Figure 3–22. 

c. Ground level FATO perimeter lights. Use green lights meeting the requirements of EB 87 

to define the limits of the FATO. Locate a light at each corner with additional lights uniformly spaced 

between the corner lights with a maximum interval of 25 feet (8 m) between lights. Using an odd number 

of lights on each side will place lights along the centerline of the approach. Locate flush lights within 1 

foot (30 cm) inside or outside of the FATO perimeter. Mount raised light fixtures frangibly, no more than 

8 inches (20 cm) high, and locate them 10 feet (3 m) out from the FATO perimeter. Make sure they do 

not penetrate a horizontal plane at the FATO elevation by more than 2 inches (5 cm). See Figure 3–21 and 

Figure 7–3. 

d. Elevated FATO – perimeter lights. Lighting for an elevated FATO is the same as for a 

ground level FATO. As an option, locate lights at the outside edge of the safety net, as shown in Figure 

3–23. Make sure the raised lights do not penetrate a horizontal plane at the FATO elevation by more than 

2 inches (5 cm). See Figure 7–3. 

e. Floodlights. Use floodlights to illuminate the parking apron. If possible, mount these 

floodlights on adjacent buildings to eliminate the need for tall poles. Take care, however, to place 

floodlights clear of the TLOF, the FATO, the safety area, and the approach/departure surfaces and 

transitional surfaces and ensure the floodlights and their associated hardware do not constitute an 

obstruction hazard. Aim floodlights down to provide illumination on the apron surface. Make sure 

floodlights that might interfere with pilot vision during takeoff and landings are capable of being turned 

off by pilot control or at pilot request. 

f. Landing direction lights. As an option when it is necessary to provide directional guidance, 

install landing direction lights. Landing direction lights are a configuration of five green omnidirectional 

lights meeting the standards of EB 87 on the centerline of the preferred approach/departure path. Space 

these lights at 15-foot (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 3–24. 

g. Flight path alignment lights. As an option, install flight path alignment lights meeting the 

requirements of EB 87. Place them in a straight line along the direction of approach and/or departure 

flight paths, extending as necessary across the TLOF, FATO, safety area or any suitable surface in the 

immediate vicinity of the FATO or safety area. Install three or more green lights spaced at 5 feet (1.5 m) 

to 10 feet (3.0 m). See Figure 3–9. 

96 
 

LEGEND 

OPTIONAL GREEN FLUSH L-805A TYPE
 

TLOF LIGHTS ON 5 FT [1.5 M] CENTERS.
 

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

Figure 3–22. Optional TLOF Lights: Transport 

97 
 

 

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

SAFETY NET 

B 

NOT LESS THAN 5 FT [1.5 M] 

NOT MORE THAN 

2 IN [5 CM] 

12 IN [30 CM] 

C A

(SURROUNDING 

THE FATO) 

Three possible locations for FATO edge lighting: 

Flush edge fixtures 

Omnidirectional light, mounted off FATO edge 

Omnidirectional light, mounted off outer edge of safety net 

A 

B 

C 

FALL PROTECTION:

 RECOMMENDED IF 

ABOVE 30 IN [0.8 M] 

REQUIRED IF 

ABOVE 4 FT [1.2 M] 

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

98 
 

FATO
 

TLOF 

NOT LESS THAN
 

30 FT [9 M]
 

NOR MORE THAN
 

60 FT [18 M]
 

4 EQUAL SPACES

 @ 15 FT [4.6 M] 

= 60 FT [18.4 M] 

LEGEND 

OMNIDIRECTIONAL GREEN LIGHTS 

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

Figure 3–24. Landing Direction Lights: Transport 

99 
AC 150/5390-2C 4/24/2012 

h. Taxiway and taxi route lighting. 

(1) Taxiway centerline lights. Define taxiway centerlines with flush bidirectional green lights 

meeting the standards of AC 150/5345-46, Specification for Runway and Taxiway Light Fixtures, for 

type L-852A (straight segments) or L-852B (curved segments). Space these lights at maximum 50-foot 

(15 m) longitudinal intervals on straight segments and at maximum 25-foot (7.6 m) intervals on curved 

segments, with a minimum of four lights needed to define the curve. As an option, uniformly offset 

taxiway centerline lights no more than two feet (0.6 m) to ease painting the taxiway centerline. Do not use 

retroreflective markers. 

(2) Taxiway edge lights. Use flush omnidirectional blue lights meeting the standards of 

AC 150/5345-46 for type L-852T to mark the edges of a taxiway. Do not use retroreflective markers. 

(a) Straight segments. Space lights at 50-foot (15.2 m) longitudinal intervals on straight 

segments. 

(b) Curved segments. Curved taxiway edges require shorter spacing of edge lights. Base 

the spacing on the radius of the curve. AC 150/5340-30, Design and Installation Detail for Airport Visual 

Aids shows the applicable spacing for curves. Space taxiway edge lights uniformly. On curved edges of 

more than 30 degrees from point of tangency (PT) of the taxiway section to PT of the intersecting surface, 

install have at least three edge lights. For radii not listed in AC 150/5340-30, determine spacing by linear 

interpolation. 

i. Heliport identification beacon. Install a heliport identification beacon. Locate the beacon, 

flashing white/green/yellow at the rate of 30 to 45 flashes per minute, on or close to the heliport. Find 

guidance on heliport beacons in AC 150/5345-12, Specification for Airport and Heliport Beacon. 

316. Marking and lighting of difficult-to-see objects. It is difficult for a pilot to see unmarked wires, 

antennas, poles, cell towers, and similar objects, even in the best daylight weather, in time to 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 a factor. This 

paragraph discusses the marking and lighting of objects near, but outside and below the 

approach/departure surface. Find guidance on marking and lighting objects in AC 70/7460-1, Obstruction 

Marking and Lighting. 

a. Airspace. If difficult-to-see objects penetrate the object identification surfaces illustrated in 

Figure 3–25 and Figure 3–26, mark these objects to make them more conspicuous. If a heliport supports 

operations between dusk and dawn, light these difficult-to-see objects. The object identification surfaces 

in Figure 3–25 and Figure 3–26 are 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 along the approach path 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) along the approach path while rising on an 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. 

100 
 

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

b. Shielding of objects. Title 14 CFR Part 77.9, Construction or alteration requiring notice, 

provides that if there are a number of objects close together, it may not be necessary to mark all of them if 

they are shielded. To meet the shielding guidelines part 77 requires that an object “be shielded by existing 

structures of a permanent and substantial nature or by natural terrain or topographic features of equal or 

greater height, and will be located in the congested area of a city, town, or settlement where the shielded 

structure will not adversely affect safety in air navigation.” 

(8:1 SLOPE) 

APPROACH/DEPARTURE SURFACE 

(8:1 SLOPE) 

OBJECT IDENTIFICATION SURFACE 

FATO 

400 FT 

[122 M] 

100 FT

 [30 M] 

500 FT

 [152 M] 

3,200 FT [975 M] 

500 FT 

[152 M] 

100 FT [30 M]

 FROM EDGE 

OF SAFETY AREA 

100 FT [30 M] FROM EDGE OF SAFETY AREA 

100 FT [30 M] R 200 FT 

[61 M] 

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

Straight Approach: Transport 

101 
AC 150/5390-2C 4/24/2012 500 FT [152 M] 200 FT [61 M] 400 FT [122M] 100 FT [30 M] 500 FT [152 M] 100 FT [30 M] R 100 FT [30 M] FROM EDGE OF SAFETY AREA FATO 100 FT [30 M] FROM FATO EDGE OF SAFETY AREA (8:1 SLOPE) APPROACH/DEPARTURE

(8 1: SLOPE) 

OBJECT IDENTIFICATION 

800 FT [244 M]

3 2, 00 FT 9[ 75 M]

S

U

RFA

C

E

S

U

RFA

C

E

Figure 3–26. Airspace Where Marking and Lighting are Recommended: 

Curved Approach: Transport 

102 
4/24/2012 AC 150/5390-2C 

c. Equipment/object marking. Make heliport maintenance and servicing equipment, as well as 

other objects used in the airside operational areas, conspicuous with paint, reflective paint, reflective tape, 

or other reflective markings. Reference AC 150/5210-5, Painting, Marking, and Lighting of Vehicles 

Used on an Airport. 

317. Safety considerations. Consider the safety enhancements discussed below in the design of a 

heliport. Address other areas, such as the effects of rotor downwash, based on site conditions and the 

design helicopter. 

a. Security. Provide a means to keep the operational areas of a heliport clear of people, animals, 

and vehicles. Use a method to control access depending upon the helicopter location and types of 

potential intruders. 

(1) Safety barrier. At ground-level transport heliports, erect a safety barrier around the 

helicopter operational areas in the form of a fence or a wall. Construct the barrier no closer to the 

operation areas than the outer perimeter of the safety area. Make sure the barrier does not penetrate any 

approach/departure (primary or transitional) surface. If necessary in the vicinity of the approach/departure 

paths, install the barrier well outside the outer perimeter of the safety area. 

(2) Make sure any barrier is 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) Control access to airside areas with locked gates and doors. Display a cautionary sign 

similar to that illustrated in Figure 3–27 on gates and doors. 

b. Rescue and fire-fighting services. Heliports are subject to state and local rescue and firefighting regulations. Provide a fire hose cabinet or extinguisher at each access gate and each fueling 

location. At elevated TLOF/FATOs, locate fire hose cabinets, fire extinguishers, and other fire-fighting 

equipment adjacent to, but below the level, of the TLOF/FATO. Find additional information in various 

NFPA publications. For more reference material, see Appendix D. 

c. Communications. Use a Common Traffic Advisory Frequency (CTAF) radio to provide 

arriving helicopters with heliport and traffic advisory information but do not use this radio to control air 

traffic. Contact the Federal Communications Commission (FCC) for information on CTAF licensing. 

d. Weather information. An automated weather observing system (AWOS) measures and 

automatically broadcasts current weather conditions at the heliport site. When installing an AWOS, locate 

it at least 100 feet (30 m) and not more than 700 feet (213 m) from the TLOF and such that its 

instruments will not be affected by rotor wash from helicopter operations. Find guidance on AWOS 

systems in AC 150/5220-16, Automated Weather Observing Systems (AWOS) for Non-Federal 

Applications, and FAA Order 6560.20, Siting Criteria for Automated Weather Observing Systems 

(AWOS). Other weather observing systems will have different siting criteria. 

e. Winter operations. Swirling snow raised by a helicopter’s rotor wash can cause the pilot to 

lose sight of the intended landing point and/or hide objects that need to be avoided.. Design the heliport to 

accommodate the methods and equipment to be used for snow removal. Design the heliport to allow the 

snow to be removed sufficiently so it will not present an obstruction hazard to either the tail rotor or the 

main rotor. Find guidance on winter operations in AC 150/5200-30, Airport Winter Safety and 

Operations. 

103 
 

CAUTION
 HELICOPTER LANDING
 

AREA
 

SAFETY
 

AVOID FRONT AND REAR 

AREA OF HELICOPTER 

AVOID FRONT AND REAR 

AREA OF HELICOPTER 

STAY CLEAR 

APPROACH AND LEAVE HELICOPTER AS DIRECTED BY CREW OF THE 

IN A CROUCHED MANNER WHEN ROTORS ARE TURNING TAIL ROTOR 

INSTRUCTIONS
 

AUTHORIZED
 

PERSONNEL
 

ONLY
 

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

Figure 3–27. Caution Sign: Transport 

104 
4/24/2012 AC 150/5390-2C 

318. Visual glideslope indicators (VGSI). A visual glideslope indicator (VGSI) provides pilots with 

visual vertical course and descent cues. Install the VGSI such that the lowest on-course visual signal 

provides a minimum of 1 degree of clearance over any object that lies within 10 degrees of the approach 

course centerline. 

a. Siting. The optimum location of a VGSI is on the extended centerline of the approach path at 

a distance that brings the helicopter to a hover with the undercarriage between 3 and 8 feet (0.9 to 2.4 m) 

above the TLOF. Figure 3–28 illustrates VGSI clearance criteria. To properly locate the VGSI, estimate 

the vertical distance from the undercarriage to the pilot’s eye. 

b. Control of the VGSI. As an option, allow the VGSI to be pilot controllable such that it is 

“on” only when needed. 

c. VGSI needed. A VGSI is an optional feature. However, provide a VGSI 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. 

105 
LOWER LIMIT OF THE ON-COURSE SIGNAL 

OBSTACLE CLEARANCE REFERENCE LINE 

LOWER LIMIT OF THE ON-COURSE SIGNAL 

OBSTACLE CLEARANCE REFERENCE LINE 

10° 

OBSTACLE CLEARANCE 

PLANE 

COURSE CENTERLINE 

VISUAL GLIDESLOPE 

INDICATOR (VGSI) 

10° 

CRITICAL 

OBJECT 

1° MINIMUM CLEARANCE 

VISUAL GLIDESLOPE 

INDICATOR (VGSI) 

VARIABLE SEE DETAIL BELOW 

PILOT'S EYES 

VISUAL GLIDESLOPE 

INDICATOR (VGSI) 

3 FT TO 8 FT

 [1 M TO 2.4 M] 

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

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

106 
4/24/2012 AC 150/5390-2C 

319. Terminal facilities. 

a. Design considerations. A heliport terminal provides 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. Design passenger auto parking areas to accommodate 

current requirements, with the ability to expand them to meet future requirements. Readily available 

public transportation may reduce the requirement for employee and service personnel auto parking 

spaces. Build attractive and functional heliport terminal buildings or sheltered waiting areas. Find 

guidance on designing terminal facilities in AC 150/5360-9, Planning and Design of Airport Terminal 

Building Facilities at Non-Hub Locations. 

b. Security. 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. If needed, provide multiple helicopter 

parking positions and/or locations in the terminal area to service helicopter passenger and/or cargo 

interconnecting needs. Find information about passenger screening at the Transportation Security 

Administration web site (http://www.tsa.gov/public/). 

320. Zoning and compatible land use. Where state and local statutes permit, the FAA encourages 

transport heliport operators to promote the adoption of the following zoning measures to ensure the 

heliport will continue to be available for public use and to protect the community's investment in the 

facility. 

a. Zoning to limit building/object heights. Find general guidance on drafting an ordinance that 

would limit building and object heights in AC 150/5190-4, A Model Zoning Ordinance to Limit Height of 

Objects Around Airports. Substitute the heliport surfaces for the airport surfaces described in the model 

ordinance. 

b. Zoning for compatible land use. The FAA encourages public agencies to enact zoning 

ordinances to control the use of property within the HPZ and the approach/departure path environment, 

restricting activities to those that are compatible with helicopter operations. See paragraph 310. 

c. Air rights and property easements. Use air rights and property easements as options to 

prevent the encroachment of obstacles in the vicinity of a heliport. 

107 
AC 150/5390-2C 4/24/2012 

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108 
4/24/2012 AC 150/5390-2C 

Chapter 4. Hospital Heliports 

401. General. Helicopters are often used to transport injured persons from the scene of an accident to 

a hospital and to transfer patients from one hospital to another. A hospital heliport accommodates 

helicopters used by Emergency Medical Services. In some emergencies, a hospital heliport may 

accommodate large military helicopters. 

402. Applicability. The standards in this chapter apply to projects funded under the Airport 

Improvement Program (AIP) or Passenger Facility Charge (PFC) program. For other projects/heliports, 

these standards are the FAA’s recommendations for designing all hospital heliports. This chapter 

highlights issues that are unique to hospital heliports and issues for which the design standards are 

different than those recommended for other general aviation heliports, but also includes standards that are 

common to other general aviation heliports. These standards address the design of a heliport that will 

accommodate air ambulance helicopter operations and emergency medical service (EMS) personnel and 

equipment. These standards are based on the understanding that pilots landing at the heliport are familiar 

with the facility. However, the heliport operator assumes the responsibility of ensuring the necessary 

information is readily available to pilots. Alternately, the heliport operator may choose to build the 

heliport to full general aviation standards. The design standards in this chapter assume there will never be 

more than one helicopter within the final approach and takeoff area (FATO) and the associated safety 

area. If there is a need for more than one touchdown and lift-off area (TLOF) at a heliport, locate each 

TLOF within its own FATO. Consider the feasibility of accommodating large military helicopters that 

might be used in an emergency. 

403. Access by individuals with disabilities. Various laws require heliports operated by public 

entities and those receiving federal financial assistance to meet accessibility requirements. See paragraph 

114. 

404. Heliport site selection. 

a. Planning. 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. 

b. Property requirements. A functional hospital heliport may be as simple as a cleared area on 

the ground, together with a wind cone and a clear approach/departure path. Figure 4–1 illustrates the 

essential elements of a ground-level hospital heliport. 

c. Turbulence. Air flowing around and over buildings, stands of trees, terrain irregularities, etc. 

can create turbulence on ground-level and roof-top heliports that may affect helicopter operations. Where 

the FATO is located near the edge and top of a building or structure, or within the influence of turbulent 

wakes from other buildings or structures, assess the turbulence and airflow characteristics in the vicinity 

of, and across the surface of the FATO to determine if an air-gap between the roof, roof parapet or 

supporting structure, and/or some other turbulence mitigating design measure is necessary. FAA 

Technical Report FAA/RD-84/25, Evaluating Wind Flow Around Buildings on Heliport Placement, 

addresses the wind’s effect on helicopter operations. Take the following actions in selecting a site to 

minimize the effects of turbulence. 

(1) Ground-level heliports. Features such buildings, trees, and other large objects can cause 

air turbulence and affect helicopter operations from sites immediately adjacent to them. 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. 

109 
 

LIGHTED WIND CONE 

TLOF PERIMETER

SECURITY FENCE MARKING 

SAFETY AREA 

APPROACH/ 

DEPARTURE 

FATO EDGE MARKING SURFACE 

APPROACH/ 

DEPARTURE 

HOSPITAL MARKING: SURFACE RED "H"
 

WHITE CROSS
 

WARNING SIGNS:

 "DO NOT ENTER WHEN

 HELICOPTER IS PRESENT" 

Note: Locate the security fence and wind cone so that they will not interfere 

with the approach/departure path or transitional surface. 

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

(2) Elevated heliports. Establishing a 6 foot (1.8 m) or more air gap on all sides above the 

level of the roof will generally minimize the turbulent effect of air flowing over the roof edge. If an air 

gap is included in the design, keep it free at all times of objects that would obstruct the airflow. If it is not 

practical to include an air gap or some other turbulence mitigating design measure where there is 

turbulence, operational limitations may need to be considered under certain wind conditions. See 

paragraph 101. 

d. Electromagnetic effects. Nearby electromagnetic devices, such as a magnetic resonance 

imaging machine (MRI), large ventilator motor, elevator motor, or other large electrical consumer may 

cause temporary aberrations in the helicopter magnetic compass and interfere with other onboard 

navigational equipment. 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. Take steps to inform pilots of the 

locations of MRIs and other similar equipment. For additional information, see FAA Technical Report 

FAA/RD-92/15, Potential Hazards of Magnetic Resonance Imagers to Emergency Medical Service 

Helicopter Services. 

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

110 
FATO 

B 

E 

F 

A C 

G 

DIM 

C 

E 

F 

ITEM VALUE 

G see Table 4-1 

NOTES 

A 

B 

TLOF 

40 ft [12 m] 

40 ft [12 m] 

1 RD but not less than Minimum TLOF Length 

Minimum TLOF Width 

Minimum Safety Area Width 

Minimum Separation 

Between the Perimeters 

of the TLOF and FATO 

1 RD but not less than 

Minimum FATO Width 

Minimum FATO Length 

See Paragraph 406.b.(1) 

above 1,000 ft 

for adjustments of elevations 

SAFETY AREA 

Note: For a circular TLOF and FATO, dimensions A, B, C and E refer to diameters. 

1 1

2 D 

1 1

2 D 

3 4 D - 1

2 RD 

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

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

111 
AC 150/5390-2C 4/24/2012 

405. Basic layout. The heliport consists of a TLOF contained within a FATO. A safety area surrounds 

the FATO. The relationship of the TLOF to the FATO and the safety area is shown in Figure 4–2. A 

FATO contains only one TLOF. Provide appropriate approach/departure airspace to allow safe 

approaches to and departures from landing sites. To the extent feasible, align the preferred 

approach/departure path with the predominant winds. See paragraph 409. 

406. Touchdown and liftoff area (TLOF). 

a. TLOF location. TLOFs of hospital heliports are at ground level, on an elevated structure, or 

at rooftop level. Center the TLOF within the FATO. 

b. TLOF size. The minimum TLOF dimension (length, width, or diameter) is equal to the rotor 

diameter (RD) of the design helicopter but not less than 40 feet (12 m). Design the TLOF to be 

rectangular or circular. Each design shape has its advantages. A square or rectangular shape provides the 

pilot with better alignment cues than a circular shape, but a circular TLOF may be more recognizable in 

an urban environment. Increasing the load-bearing area (LBA) centered on the TLOF may provide some 

safety and operational advantages. Increasing the TLOF dimensions may enhance safety factors and/or 

operational efficiency. 

(1) Elevated hospital heliport. If the FATO outside the TLOF is non-load-bearing, increase 

the minimum width, length or diameter of the TLOF to the overall length (D) of the design helicopter. 

(2) Elongated TLOF. An elongated TLOF can provide an increased safety margin and 

greater operational flexibility. As an option, design an elongated TLOF with a landing position in the 

center and two takeoff positions, one at either end, as illustrated in Figure 4–3. Design the landing 

position to have a minimum length of the RD of the design helicopter. If the TLOF is elongated, also 

provided an elongated FATO. 

c. Ground-level TLOF surface characteristics. 

(1) Design loads. Design the TLOF and any supporting TLOF structure to be capable of 

supporting the dynamic loads of the design helicopter. 

(2) Paving. The standard for the TLOF surface is either paved or aggregate-turf (see AC 

150/5370-10, Standards for Specifying Construction of Airports items P-217 and P-501). Use portland 

cement concrete (PCC) when feasible 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. Use a broomed or roughened pavement finish to provide a skid-resistant surface for 

helicopters and non-slippery footing for people. 

d. Rooftop and other elevated TLOFs. 

(1) Design loads. Design elevated TLOFs and any TLOF supporting structure to be capable 

of supporting the dynamic loads of the design helicopter. 

112 
 

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

DIM 

C 

E 

ITEM VALUE 

F see Table 4-1 

NOTES 

A but not less then 40 ft [12 m] 

B 

A 

B 

C 

E 

F 

E 

F 

TAKEOFF POSITION 

TAKEOFF POSITION 

Minimum TLOF Width 

Minimum Safety Area Width 

Minimum Separation 

Between the Perimeters 

of the TLOF and FATO 

1 RD 

1 RD 

Minimum FATO Width 

but not less then 40 ft [12 m] Position Length 

Minimum TLOF/Landing 

FATO 

LANDING POSITION 

TLOF 

SAFETY AREA 

Note: For a circular TLOF and FATO, dimensions A, B, C and E refer to diameters. 

1 1

2 D 

3 4 D - 1

2 RD 

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

(2) Elevation. Elevate the TLOF above the level of any obstacle in the FATO and safety area 

that cannot be removed. Exception: Edge restraints of minimal height (no higher than 4 inches) on ramps 

may project above the elevation of the edge of the TLOF. 

(3) Obstructions. Elevator penthouses, cooling towers, exhaust vents, fresh-air vents, and 

other raised features can affect heliport operations. Establish control mechanisms to ensure obstruction 

hazards are not installed after the heliport is operational. 

(4) Air Quality. Helicopter exhaust can affect building air quality if the heliport is too close 

to fresh air vents. When designing a building intended to support a helipad, locate fresh air vents 

accordingly. When adding a helipad to an existing building, relocate fresh air vents if necessary or, if 

113 
AC 150/5390-2C 4/24/2012 

relocation is not practical, installing charcoal filters or a fresh air intake bypass louver system for HVAC 

systems may be adequate. 

(5) TLOF surface characteristics. Construct rooftop and other elevated heliport TLOFs of 

metal, concrete, or other materials subject to local building codes. Use a finish for TLOF surfaces that 

provides a skid-resistant surface for helicopters and non-slippery footing for people. 

(6) Safety net. If the platform is elevated 4 feet (1.2 m) or more above its surroundings, Title 

29 CFR Part 1910.23, Guarding Floor and Wall Openings and Holes, requires the provision of fall 

protection. The FAA recommends such protection for all platforms elevated 30 inches (76 cm) or more. 

However, do not use permanent railings or fences since they would be safety hazards during helicopter 

operations. As an option, install a safety net, meeting state and local regulations but not less than 5 feet 

(1.5 m) wide. Design the safety net to have a load carrying capability of 25 lbs/sq ft (122 kg/sq m). Make 

sure the net, as illustrated in Figure 4–29, does not project above the level of the TLOF. Fasten both the 

inside and outside edges of the safety net to a solid structure. Construct nets of materials that are resistant 

to environmental effects. 

(7) Access to elevated TLOFs. Title 29 CFR Part 1926.34, Means of Egress requires two 

separate access points for an elevated structure such as an elevated TLOF. 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. Build 

ramps in accordance with state and local requirements. Design the width of the ramp, and any turns in the 

ramp, to be wide enough to accommodate a gurney with a person walking on each side. Design straight 

segments of the ramp to be at least 6 feet (1.8 m) wide. Additional width may be required in the turns. 

Provide the ramp with a slip-resistant surface, with a slope no steeper than 12:1 (12 units horizontal in 1 

unit vertical). While it is possible to move a gurney to and from the TLOF using a lift, avoid this, since it 

invariably results in a delay in the movement of patients in time-critical conditions. Design stairs in 

compliance with Title 29 CFR Part 1910.24, Fixed Industrial Stairs. Design handrails required by this 

standard to fold down or be removable to below the level of the TLOF so they will not be hazards during 

helicopter operations. 

e. TLOF gradients. Recommended TLOF gradients are defined in Chapter 7. 

407. Final approach and takeoff area (FATO). A hospital heliport has at least one FATO. The 

FATO contains a TLOF within its borders at which arriving helicopters terminate their approach and from 

which departing helicopters take off. 

a. FATO location. FATOs of hospital heliports are at ground level, on an elevated structure, or 

on a rooftop. To avoid or minimize the need for additional ground transport, locate the FATO to provide 

ready access to the hospital's emergency room, but such that buildings and other objects are outside the 

safety area and below obstacle clearance surfaces. The relationship of the FATO to the TLOF and the 

safety area is shown in Figure 4–2. 

b. FATO size. 

(1) Design the FATO so its minimum width, length, or diameter is 11⁄2 times the overall 

length (D) of the design helicopter. Design the FATO to be circular or rectangular, regardless of the shape 

of the TLOF. At elevations above 1,000 feet MSL, include a longer FATO to provide an increased safety 

margin and greater operational flexibility. Use the additional FATO length as depicted in Figure 4–4. 

(2) Design the minimum distance between the TLOF perimeter and the FATO perimeter to 

be not less than 3⁄4 D – 1⁄2 RD, where D is the overall length and RD is the rotor diameter of the design 

helicopter. Note that if the TLOF and FATO are not of similar shape, this applies at all points of the 

TLOF perimeter. The relationship of the TLOF to the FATO and the safety area is shown in Figure 4–2. 

114 
 

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

300 

200 

100 

0 

0 1 2 3 4 5 6 

0 

90 

60 

30

ADDITION TO FATO LENGTH IN FEET

ADDITION TO FATO LENGTH IN METERS 

SITE ELEVATION (IN THOUSANDS OF FEET) 

Example: 80 feet is added to the basic FATO length for a site elevation of 3,200 feet. 

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

c. FATO Surface characteristics. If the heliport operator marks the TLOF, the FATO outside 

the TLOF need not be load-bearing. 

(1) Ground-level hospital heliports. If the heliport operator does not mark the TLOF, 

and/or intends that the helicopter be able to land anywhere within the FATO, design the FATO outside 

the TLOF and any FATO supporting structure, like the TLOF, to be capable of supporting the dynamic 

loads of the design helicopter. 

(2) Elevated hospital heliports. The FATO outside the TLOF may extend into clear 

airspace. However, there are some helicopter performance benefits and increased operational flexibility if 

the FATO outside the TLOF is load bearing. Design the FATO outside of the TLOF to be load-bearing 

unless the minimum width and length or diameter of TLOF is increased to the overall length of the design 

helicopter. 

(3) If the FATO is load bearing, design the portion abutting the TLOF to be contiguous with 

the TLOF, with the adjoining edges at the same elevation. 

(4) If the FATO is unpaved, treat the FATO to prevent loose stones and any other flying 

debris caused by rotor downwash. 

(5) When the FATO or the LBA in which it is located is elevated 4 feet (1.2 m) or more 

above its surroundings, part 1910.23 requires the provision of fall protection. The FAA recommends such 

protection for all platforms elevated 30 inches (76 cm) or more. However, do not use permanent railings 

or fences, since they would be safety hazards during helicopter operations. As an option, install a safety 

net, meeting state and local regulations but not less than 5 feet (1.5 m) wide. Design the safety net to have 

a load carrying capability of 25 lbs/sq ft (122 kg/sq m). Make sure the net, as illustrated in Figure 4–29, 

115 
AC 150/5390-2C 4/24/2012 

does not project above the level of the TLOF. Fasten both the inside and outside edges of the safety net to 

a solid structure. Construct nets of materials that are resistant to environmental effects. 

d. Mobile objects within the FATO. The FATO design standards in this AC assume the FATO 

is closed to other aircraft if a helicopter or other mobile object is within the FATO or the associated safety 

area. 

e. Fixed objects within the FATO. Remove all fixed objects projecting above the FATO 

elevation except for lighting fixtures, which may project a maximum of 2 inches (5 cm). See Figure 7–3. 

For ground level heliports, remove all above-ground objects to the extent practicable. 

f. FATO/FATO separation. If a heliport has more than one FATO, separate the perimeters of 

the two FATOs so the respective safety areas do not overlap. This separation assumes simultaneous 

approach/departure operations will not take place. If the heliport operator intends for the facility to 

support simultaneous operations, provide a minimum 200 foot (61 m) separation. 

g. FATO gradients. Recommended FATO gradients are defined in Chapter 7. 

408. Safety area. A safety area surrounds a FATO. 

a. Safety area width. The standards for the width of the safety area are shown in Table 4-1. The 

width is the same on all sides. The provision or absence of standard heliport markings affects the width 

standards. As an option, design the safety area to extend into clear airspace. 

b. Mobile objects within the safety area. The safety area design standards of this AC assume 

the TLOF and FATO are closed to other aircraft if a helicopter or other mobile object is within the FATO 

or the safety area. 

c. Fixed objects within a safety area. Remove all fixed objects within a safety area projecting 

above the FATO elevation except for lighting fixtures, which may project a maximum of 2 inches (5 cm). 

See Figure 7–3. For ground level heliports, remove all above-ground objects to the extent practicable. 

d. Safety area surface. The safety area need not be load bearing. Figure 4–5 depicts a non-loadbearing safety area. If possible, design the portion of the safety area abutting the FATO to be contiguous 

with the FATO with the adjoining edges at the same elevation. This is needed in order to avoid the risk of 

catching a helicopter skid or wheel. Clear the safety area of flammable materials and treat the area to 

prevent loose stones and any other flying debris caused by rotor wash. 

e. Safety gradients. Recommended safety area gradients are defined in Chapter 7. 

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

TLOF Perimeter Marked Yes Yes No No 

FATO Perimeter Marked Yes Yes Yes Yes 

Standard Hospital Marking 

Symbol Yes No Yes No 

Hospital heliports 

1

/3 RD but 

not less than 

10 ft (3 m)** 

1

/3 RD but 

not less than 

20 ft (6 m)** 

1⁄2 D but 

not less than 

20 ft (6 m) 

1⁄2 D but 

not less than 

30 ft (9 m) 

D: overall length of the design helicopter 

RD: rotor diameter of the design helicopter 

** Also applies when the heliport operator does not mark the FATO. Do not mark the FATO if (a) the FATO 

(or part of the FATO) is a non-load bearing surface and/or (b) the TLOF is elevated above the level of a 

surrounding load bearing area. 

116 
4/24/2012 AC 150/5390-2C

HELIPORT BEACON 

LIGHTED WIND CONE 

FATO RAISED TLOF 

5 FT [1.5 M] WIDE 

SAFETY NET 

SAFETY AREA 

FLUSH TLOF
 

LIGHTING
 

RAMP 

POST AT PERSONNEL ENTRANCE 

CAUTION 

HELICOPTER LANDING 

AREA 

SAFETY 

AVOID FRONT AND REAR 

AREA OF HELICOPTER 

AVOID FRONT AND REAR 

AREA OF HELICOPTER 

STAY CLEAR 

APPROACH AND LEAVE HELICOPTER AS DIRECTED BY CREW OF THE 

IN A CROUCHED MANNER WHEN ROTORS ARE TURNING TAIL ROTOR 

Notes: 

INSTRUCTIONS 

1. See Figure 4-29, elevated TLOF perimeter lighting, for AUTHORIZED
 

PERSONNEL
 detailed views of the safety net and lighting. ONLY 

Figure 4–5. Rooftop Hospital Heliport: Hospital 

117
 
AC 150/5390-2C 4/24/2012 

409. 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 the TLOF. 

a. Number of approach/departure paths. Align preferred approach/departure paths with the 

predominant wind direction so downwind operations are avoided and crosswind operations are kept to a 

minimum. To accomplish this, design the heliport to have more than one approach/departure path. Base 

other approach/departure paths on the assessment of the prevailing winds or, when this information is not 

available, separate such flight paths and the preferred flight path by at least 135 degrees. (See Figure 4–6.) 

Designing a hospital heliport to have only a single approach/departure path is an undesirable option. A 

second flight path provides additional safety margin and operational flexibility. If it is not feasible to 

provide complete coverage of wind through multiple approach/departure paths, operational limitations 

may be necessary under certain wind conditions. See paragraph 101. 

b. VFR approach/departure and transitional surfaces. Figure 4–6 illustrates the 

approach/departure and transitional surfaces. 

(1) An approach/departure surface is centered on each approach/departure path. 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 4,000 feet (1,219 m) where the width is 500 feet (152 m) at a height of 500 

feet (152 m) above the heliport elevation. 

(2) 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 feet (76 m) from the centerline. The transitional 

surface is not applied on the FATO edge opposite the approach/departure surface. See Figure 4–6. 

(3) Make sure the approach/departure and transitional surfaces are free of penetrations unless 

an FAA aeronautical study determines such penetrations not to be hazards. The FAA conducts such 

aeronautical studies only at public heliports; heliports operated by a federal agency or the Department of 

Defense; and private airports with FAA-approved approach procedures. Paragraph 111 provides 

additional information on hazards to air navigation. 

(4) At hospital heliports, an alternative to considering transitional surfaces is to increase the 

size of the 8:1 approach/departure surface for a distance of 2,000 feet (610 m) as shown in Figure 2–9 and 

Figure 2–11. The lateral extensions on each side of the 8:1 approach/departure surface start at the width of 

the FATO and increase so at a distance of 2,000 feet (610 m) from the FATO they are 100 feet (30 m) 

wide. Make sure obstacles do not penetrate into both Area A and Area B. Make sure obstacles do not 

penetrate into Area A or Area B unless the FAA determines that the penetration is not a hazard. Mark or 

light all such penetrations. See paragraph 111 for more information on hazard determinations. 

c. Curved VFR approach/departure paths. As an option, include one curve in VFR 

approach/departure paths. As an option, design these paths to use the airspace above public lands, such as 

freeways or rivers. When including a curved portion in the approach/departure path, make sure the sum of 

the radius of the arc defining the center line and the length of the straight portion originating at the FATO 

is not less than 1,886 feet (575 m). Design the approach/departure path so the minimum radius of the 

curve is 886 feet (270 m) and that the curve follows a 1,000 feet (305 m) straight section. Design the 

approach/departure path so the combined length of the center line of the curved portion and the straight 

portion is 4,000 feet (1,219 m). See Figure 4–7. Figure 4–9 shows a curved approach/departure path for 

an 8:1 approach/departure surface. 

118 
FATO 

PREDOMINATE WIND DIRECTION 

SURFACE BASED UPON THE 

PREFERRED APPROACH/DEPARTURE 

APPROACH/ 

DEPARTURE 

SURFACE 

(TYPICAL) 

SEE DETAIL 

OPPOSITE 

HELIPORT 

135° 

SHADED AREA 

TO HAVE SAME 

CHARACTERISTICS 

AS FATO 

250 FT [76 M] 

500 FT [152 M] 

500 FT

 [152 M] 

4,000 FT

 [1,219 M] 

LEGEND 

8:1 Approach/Departure 

Surface 

250 FT FATO 

[76 M] 2:1 Transitional Surface 

500 FT

 [152 M] 

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

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

119 
 

 

 

 

500 FT 

[152 M] 

1,000 FT [305 M] 

R = 886 FT 

[270 M] 

500 FT 

[152 M] 

R = 1,886 FT [575 M] 

Legend: 

8:1 Approach/Departure
 

Surface
 

2:1 Transitional Surface 

Notes: 

1.	 Any combination of straight portions and one curved portion may be established using the following formula: 

S + R 1,886 ft [575 m] and R 886 ft [270 m], where S is the length of the straight portion(s) and R is the 

radius of the turn. Note that any combination 1,886 ft [575 m] will work. 

2.	 The minimum total length of the centerline of the straight and curved portion is 4,000 ft [1,219 m]. 

3.	 Helicopter take-off performance may be reduced in a curve. Consider a straight portion along the 

take-off climb surface prior to the start of the curve to allow for acceleration.
 

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

Figure 4–7. Curved Approach/Departure: Hospital 

120 
P

E 

8 1: AP

P

ROAC

H

D/ E

ART

U

R

E

S

U

R

FAC

Penetration(s) of A or B area but not both areas allowed 

if marked or lighted and if not considered a hazard

100 FT [30 M] 

A

FATO

500 FT APPROACH/DEPARTURE SURFACE 8:1 [152 M] 

B 100 FT [30 M] 2,000 FT [610 M] 

4,000 FT [1,219 M] 

PLAN VIEW

2,000 FT [610 M] 

500 FT

 [ 152 M] 

FATO 

250 FT [76 M] ELEVATION VIEW 

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

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

121 
 

 

 

 

 

 

2,000 FT [610 M] 

A 

SEE NOTE 2 100 FT [30 M] 

8:1 APPROACH/DEPARTURE
 

SURFACE 1,000 FT [305 M] 

B 

500 FT [153 M] 886 FT [272 M] RADIUS 

A 

SEE NOTE 2 

100 FT [30 M] 

B 

1886 FT [575 M] 

RADIUS 

8:1 APPROACH/DEPARTURE 

 SURFACE 

500 FT [153 M] Notes: 

1.	 The approach surface may consist of one curved portion preceded and/or followed by one straight portion 

such that: S + R 1,886 ft [575 m] and R 886 ft [270 m], where S is the length of the straight portion(s) 

and R is the radius of the turn. Note that any combination 1,886 ft [575 m] will work. 

2.	 The minimum total length of the centerline of the straight and curved portions is 4,000 ft [1,219 m]. 

3.	 Helicopter take-off performance may be reduced in a curve. Consider a straight portion along the
 

take-off climb surface prior to the start of the curve to allow for acceleration. 

4.	 Penetration(s) of A or B area but not both areas allowed if marked or lighted and if not considered a hazard. 

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

Figure 4–9. VFR Heliport Lateral Extension of the Curved 

8:1 Approach/Departure Surface: Hospital 

122 
4/24/2012 AC 150/5390-2C 

d. Flight path alignment guidance. As an option, use flight path alignment markings and/or 

flight path alignment lights (see paragraphs 414 and 415) where it is desirable and practicable to indicate 

available approach and/or departure flight path direction(s). See Figure 4–10. 

e. Periodic review of obstructions. Vigilant heliport operators reexamine obstacles in the 

vicinity of approach/departure paths on at least an annual basis. This reexamination includes an appraisal 

of the growth of trees near approach and departure paths. Paragraph 111 provides additional information 

on hazards to air navigation. Pay particular attention to obstacles that need to be marked or lighted. It may 

be helpful to maintain a list of the GPS coordinates and the peak elevation of obstacles. 

410. Heliport protection zone (HPZ) The FAA recommends the establishment of an HPZ for each 

approach/departure surface. The HPZ 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 4–11. The 

HPZ is intended to enhance the protection of people and property on the ground. This is achieved through 

heliport owner control over the HPZ. Such control includes clearing HPZ areas (and maintaining them 

clear) of incompatible objects and activities. The FAA discourages residences and places of public 

assembly in an HPZ. (Churches, schools, hospitals, office buildings, shopping centers, and other uses 

with similar concentrations of persons typify places of public assembly.) Do not locate hazardous 

materials, including fuel, in the HPZ. 

411. Wind cone. 

a. Specification. Use a wind cone conforming to AC 150/5345-27, Specification for Wind Cone 

Assemblies, to show the direction and magnitude of the wind. Use a color that provides the best possible 

color contrast to its background. 

b. Wind cone location. Locate the wind cone so it provides the pilot with valid wind direction 

and speed information in the vicinity of the heliport under all wind conditions. 

(1) At many landing sites, there may be no single, ideal location for the wind cone. At other 

sites, it may not be possible to site a wind cone at the ideal location. In such cases, install more than one 

wind cone in order to provide the pilot with all the wind information needed for safe operations. 

(2) Place the wind cone so a pilot on the approach path is able to see it clearly when the 

helicopter is 500 feet (150 m) from the TLOF. 

(3) Place the wind cone so pilots can see it from the TLOF. 

(4) To avoid presenting an obstruction hazard, locate the wind cone(s) outside the safety 

area, so it does not penetrate the approach/departure or transitional surfaces. 

c. Wind cone lighting. For night operations, illuminate the wind cone, either internally or 

externally, to ensure it is clearly visible. 

123 
BIDIRECTIONAL AND SINGLE FLIGHT PATHS 

SAFETY AREA 

SINGLE FLIGHT 

PATH MARKING 

FATO 

BIDIRECTIONAL 

FLIGHT PATH MARKING 

TLOF 

SEE DETAIL A 

10 FT [3.0 M] 5 FT [1.5 M] MINIMUM 

1.5 FT

 [0.46 M] 

LIGHTS (3 MINIMUM) 5 FT

 5 - 10 FT [1.5 M] [1.5 - 3.0 M] SPACING 

DETAIL A FLIGHT PATH ALIGNMENT MARKING DETAIL 

Notes (arrow): Notes (lights): 

1. Arrowheads have constant 1. Light type: omnidirectional green lights 

dimensions 

2. If necessary, locate lights outside arrow 

2. If necessary, adjust stroke length to match length
 

available (Minimum length: 10 ft [3 m])
 

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

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

124 
8:1 APPROACH/DEPARTURE SURFACE 

2:1 TRANSITIONAL SURFACE 

2:1 TRANSITIONAL SURFACE 

HELIPORT
 

PROTECTION ZONE

 280 FT [85 M]
 

AT GROUND LEVEL
 

8:1 APPROACH/DEPARTURE SURFACE 

SAFETY AREA 

FATO 

TLOF 

2:1 TRANSITIONAL SURFACE 

2:1 TRANSITIONAL SURFACE 

FATO 

HELIPORT
 

PROTECTION ZONE

 280 FT [85 M]
 

AT GROUND LEVEL
 

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

Figure 4–11. Heliport Protection Zone: Hospital 

125 
AC 150/5390-2C 4/24/2012 

412. Taxiways and taxi routes. Taxiways and taxi routes provide 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 Figure 4–12, Figure 4–13, and Figure 4–14. At hospital heliports with no 

parking or refueling area outside the TLOF(s), it is not necessary to provide a taxi route or taxiway. 

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 4-2. 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, design the facility with 

hover taxiway widths rather than ground taxiway widths. Where the visibility of the centerline marking 

cannot 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, determine the minimum taxiway/taxi route dimensions as if 

there was no centerline marking. 

b. Surfaces. For ground taxiways, provide a surface that is portland cement concrete, asphalt, or a 

surface, such as turf, stabilized in accordance with the standards of Item P-217 of AC 150/5370-10. For 

unpaved portions of taxiways and taxi routes, provide a turf cover or treat the surface in some way to 

prevent dirt and debris from being raised by a taxiing helicopter’s rotor wash. 

c. Gradients. Taxiway and taxi route gradient standards are defined in Chapter 7. 

126 
 

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

PAVED TAXIWAY WIDTH

 NOT LESS THAN TWO TIMES 

THE UNDERCARRIAGE WIDTH 

OF THE DESIGN HELICOPTER 

TAXIWAY EDGE MARKING:

 TWO CONTINUOUS 6 IN [15 CM]

 YELLOW LINES SPACED 6 IN [15 CM] APART 

TAXI ROUTE WIDTH 

SEE TABLE 4-2 FOR 

TAXIWAY/TAXI ROUTE WIDTH 

TAXIWAY CENTERLINE MARKING: 

CONTINUOUS 6 IN [15 CM] YELLOW LINE 

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

127 
TAXIWAY RAISED EDGE MARKERS

SPACING: 15 FT [4.6 M] ON STRAIGHT SEGMENTS

10 FT [3.0 M] ON CURVED SEGMENTS 

UNPAVED TAXIWAY WIDTH

 1 RD BUT NOT MORE

 THAN 35 FT [10.7 M]

TAXIWAY/TAXI

 ROUTE WIDTH

SEE TABLE 4-2

4 IN [10 CM] DIA X

6 IN [15 CM] HIGH MAX

CYLINDER ON A

2 IN [5 CM] SUPPORT 12 IN [30 CM] MIN DIA DISC

AT GRADE OR

NOT TO EXCEED 3 IN [7 CM]

TAXIWAY RAISED EDGE

MARKER DETAIL

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

Figure 4–13. Taxiway/Taxi Route Relationship – 

Unpaved Taxiway with Raised Edge Markers: Hospital 

128 
TAXIWAY FLUSH IN-GROUND EDGE MARKERS

5 FT X 1 FT [1.5 M X 30 CM]

SPACING: 15 FT [4.6 M] ON STRAIGHT SEGMENTS

10 FT [3.0 M] ON CURVED SEGMENTS

UNPAVED TAXIWAY WIDTH

 2X UNDERCARRIAGE WIDTH

TAXIWAY/TAXI OF THE DESIGN HELICOPTER 

 ROUTE WIDTH

SEE TABLE 4-2

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

Figure 4–14. Taxiway/Route Relationship – 

Unpaved Taxiway with Flush Edge Markers: Hospital 

129 
 

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

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

Taxiway 

(TW) 

Type 

Minimum 

Width of 

Paved Area 

Centerline 

Marking 

Type 

TW Edge 

Marking 

Type 

Lateral Separation Between TW 

Edge Markings 

Total Taxi 

Route Width 

Ground 

Taxiway 

2 x UC Painted 

Painted 2 x UC 

11⁄2 RD 

Elevated 1 RD but not greater than 35 ft 

(10.7 m) 

Unpaved but 

stabilized for 

ground taxi 

None 

Flush 2 x UC 

Elevated 1 RD but not greater than 35 ft 

(10.7 m) 

Hover 

Taxiway 

2 x UC Painted Painted 2 x UC 

2 RD 

Unpaved None Elevated 

or Flush 

1 RD but not greater than 35 ft 

(10.7 m) 

RD: rotor diameter of the design helicopter 

TW: taxiway 

UC: undercarriage length or width (whichever is greater) of the design helicopter 

413. Helicopter parking. If more than one helicopter at a time is expected at a heliport, design the 

facility with an area designated for parking helicopters. The size of this area depends on the number and 

size of specific helicopters to be accommodated. It is not necessary that every parking position 

accommodate the design helicopter. Design individual parking positions to accommodate the helicopter 

size and weight expected to use the parking position at the facility. However, use the design helicopter to 

determine the separation between parking positions and taxi routes. Use the larger helicopter to determine 

the separation between parking positions intended for helicopters of different sizes. Design the parking 

positions to support the static loads of the helicopter intended to use the parking area. Design parking 

areas as one large, paved apron or as individual, paved parking positions. Ground taxi turns of wheeled 

helicopters are significantly larger than a hover turn. Consider the turn radius of helicopters when 

designing taxi intersections and parking positions for wheeled helicopters. Design heliport parking areas 

so helicopters will be parked in an orientation that keeps the “avoid areas” around the tail rotors (see 

Figure 4–18, Figure 4–19, and Figure 4–20) clear of passenger walkways. 

a. Location. Do not locate aircraft parking areas under an approach/departure surface. However, as 

an option, allow aircraft parking areas under the transitional surfaces. 

(1) For “turn around” parking positions, locate the parking position to provide a minimum 

distance between the tail rotor arc and any object, building, safety area, or other parking position. The 

minimum distance is 10 feet (3 m) for ground taxi operations and the greater of 10 feet (3 m) or 1

/3 RD for 

hover taxi operations. See Figure 4–15 and Figure 4–18. 

(2) For “taxi-through” and “back-out” parking positions, locate the parking position to provide a 

minimum distance between the main rotor circle and any object, building, safety area, or other parking 

position. The minimum distance is 10 feet (3 m) for ground taxi operations and the greater of 10 feet (3 

m) or 1

/3 RD for hover taxi operations. See Figure 4–15, Figure 4–17, and Figure 4–19. 

(3) Locate the parking position to provide a minimum distance between the main rotor circle and 

the edge of any taxi route. Design parking positions such that the helicopter taxis through, turns around, 

or backs out to depart. The minimum distance is 1/3 RD for “turn around” and “taxi through” parking 

areas, and 1⁄2 RD for “back-out” parking areas. See Figure 4–15, Figure 4–16, and Figure 4–17. 

b. 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. The more demanding requirement will dictate what is 

required at a particular site. Usually, the parking area requirements for skid-equipped helicopters will be 

130 
4/24/2012 AC 150/5390-2C 

the most demanding. However, when the largest helicopter is a very large, wheeled aircraft (for example, 

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, design parking areas based on hover taxi operations rather than ground taxi operations. 

(1) If all parking positions are the same size, design them to be large enough to accommodate the 

largest helicopter that will park at the heliport. 

(2) When there is more than one parking position, as an option design the facility with parking 

positions of various sizes and at least one position to accommodate the largest helicopter that will park at 

the heliport. Design other parking positions to be smaller, designed for the size of the individual or range 

of individual helicopters parking at that position. Figure 4–20 also provides guidance on parking position 

identification, size, and weight limitations. 

(3) “Taxi-through” parking positions are illustrated in Figure 4–15. When using this design for 

parking positions, the heliport owner and operator take steps to ensure all pilots are informed that “turnaround” or “back-up” departures from the parking position are not permitted. 

(4) “Turn-around” parking positions are illustrated in Figure 4–17. 

(5) “Back-out” parking positions are illustrated in Figure 4–17. When using this design for 

parking positions, design the adjacent taxiway to accommodate hover taxi operations so the width of the 

taxiway will be adequate to support “back-out” operations. 

c. Parking pads. When partially paving a parking area, design the smallest dimension of the paved 

parking pad to be a minimum of two times the maximum dimension (length or width, whichever is 

greater) of the undercarriage or the RD, whichever is less, of the largest helicopter that will use this 

parking position. Place the parking pad in the center of the parking position circle. 

d. Walkways. At parking positions, provide marked walkways where practicable. Design the 

pavement to drain away from walkways. 

e. Fueling. Design the facility to allow fueling with the use of a fuel truck or a specific fueling area 

with stationary fuel tanks. 

(1) Various federal, state, and local requirements for petroleum handling facilities apply to 

systems for storing and dispensing fuel. Find guidance in AC 150/5230-4, Aircraft Fuel Storage, 

Handling, and Dispensing on Airports. Additional information may be found in various National Fire 

Protection Association (NFPA) publications. For more reference material, see Appendix D. 

(2) Do not locate fueling equipment in the TLOF, FATO, or safety area. Design and mark 

separate fueling locations to minimize the potential for helicopters to collide with the dispensing 

equipment. Design fueling areas so there is no object tall enough to be hit by the main or tail rotor blades 

within a distance of RD from the center point of the position where the helicopter would be fueled 

(providing 1⁄2 RD clearance from the rotor tips). If this is not practical at an existing facility, install long 

fuel hoses. 

(3) Lighting. Light the fueling area if night fueling operations are contemplated. Ensure any light 

poles do not constitute an obstruction hazard. 

f. Tiedowns. Install recessed tiedowns to accommodate extended or overnight parking of based or 

transient helicopters. If tiedowns are provided, recess them so as not to be a hazard to helicopters. Ensure 

any depression associated with the tiedowns is of a diameter not 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, 

provide storage for tiedown chocks, chains, cables and ropes off the heliport surface to avoid fouling 

landing gear. Find guidance on recessed tiedowns in AC 20-35, Tiedown Sense. 

131 
TLOF EDGE MARKING	 FATO EDGE MARKING 

APPROACH/ 

SURFACE 

DEPARTURE 

APPROACH/ 

SURFACE 

DEPARTURE 

TAXI ROUTE 

SEE TABLE 2-2 

WIDTH 

SAFETY AREA 

SHOULDER LINE 

MARKING 

TAXI ROUTE 

WIDTH 

SEE TABLE 2-2 

SEE 

NOTE 3 TAXI ROUTE

 WIDTH
 

SEE TABLE 2-2
 

1

3 RD 

1 RD CIRCLE PARKING POSITION
 

CENTERLINE (SOLID)
 

Notes:
 

1.	 Several markings (such as Parking Position Identifier and passenger walkways) have been
 

omitted for clarity.
 

2.	 Design the parking positions so that the helicopters exit taxiing forward. 

3.	 Minimum clearance between the arcs generated by the main rotors: 

 Hover taxi operations: 1

3 RD of the larger helicopter, but not less than 10 ft [3 m].
 

 Ground taxi operations: 10 ft [3 m]

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

Figure 4–15. Parking Area Design – 

“Taxi-through” Parking Positions: Hospital 

132 
TAIL ROTOR

 ARC 

1

3 RD PARKING POSITION 

CENTERLINE (SOLID) 

1 RD CIRCLE 

TAXI ROUTE 

WIDTH 

SEE TABLE 2-2 

SEE 

NOTE 2 

TDPC MARKING TAXI ROUTE WIDTH 

SEE TABLE 2-2 

SAFETY AREA 

APPROACH/DEPARTURE APPROACH/DEPARTURE 

SURFACE SURFACE 

FATO EDGE MARKING	 TLOF EDGE MARKING 

Notes: 

1.	 Several markings (such as Parking Position Identifier and passenger walkways) have been omitted for
 

clarity.
 

2.	 Minimum clearance between the tail rotor arcs : 

 Hover taxi operations: 1

3 RD of the larger helicopter, but not less than 10 ft [3 m].
 

 Ground taxi operations: 10 ft [3 m]

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

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

133
 
TAIL ROTOR

 ARC 

1

2 RD SHOULDER LINE 

MARKING 

1 RD CIRCLE 

TAXI ROUTE 

WIDTH 

SEE TABLE 2-2 

SEE 

NOTE 2 

PARKING POSITION TAXI ROUTE WIDTH CENTERLINE (SOLID) SEE TABLE 2-2 

SAFETY AREA 

APPROACH/DEPARTURE APPROACH/DEPARTURE 

SURFACE SURFACE 

FATO EDGE MARKING	 TLOF EDGE MARKING 

Notes: 

1.	 Several markings (such as Parking Position Identifier and passenger walkways) have been omitted for
 

clarity.
 

2.	 Minimum clearance between the tail rotor arcs : 

 Hover taxi operations: 1

3 RD of the larger helicopter, but not less than 10 ft [3 m].
 

 Ground taxi operations: 10 ft [3 m]

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

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

134 
1 R 

D 

P A R K I N G C I R C

L

E 

R 

O T 

O R L I 

T A 

A R C 

SECURITY FENCE	 SEE NOTE 2 

PASSENGER WALKWAY 

1

3 RD OF LARGEST 

DESIGN HELICOPTER 

SEE NOTE 3 

CAUTION SIGN 

AT GATE 

LARGEST D THE 

PARKING POSITION 

WILL ACCOMMODATE 

PARKING POSITION
 

IDENTIFIER
 

(LETTER OR NUMBER)
 

TDPC MARKING 

Notes: 

1.	 Base the design of these parking positions on the 3. Minimum distance between tail rotor arcs is 1

3 RD. 

understanding that the helicopter may pivot about the If parking areas are different sizes, 1

3 RD of the larger 

mast prior to exiting the parking position. design helicopter.

2.	 Minimum clearance between the tail rotor arc and fixed objects: 

 Hover taxi operations: 1

3 RD of the larger helicopter,
 

but not less than 10 ft [3 m]
 

 Ground taxi operations: 10 ft [3 m]
 

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

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

135
 
 

 

 

1

R D 

P A R K I N G 

C I R

C 

L 

E 

SECURITY FENCE 

SEE NOTE 1 

PASSENGER WALKWAY 

SEE NOTE 1
 

(BACK-OUT ONLY)
 

SEE NOTE 2 

CAUTION SIGN
 

AT GATE
 

LARGEST D THE 

PARKING POSITION 

WILL ACCOMMODATE SHOULDER
 

MARKING
 

PARKING POSITION
 

IDENTIFIER
 

(LETTER OR NUMBER)
 

Notes: 

1. Minimum clearance between 1 RD	 2. Minimum distance between 1 RD parking circles is 1

3 RD. 

parking circle and fixed objects:	 If parking areas are different sizes, 1

3 RD of the larger 

design helicopter.  Hover taxi operations: 1

3 RD of the larger
 

helicopter, but not less than 10 ft [3 m]
 

 Ground taxi operations: 10 ft [3 m]
 

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

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

136 
 

 

TDPC MARKING 

(USE WITH TURN-AROUND 

PARKING ONLY) 

INNER DIAMETER = 

1

2 D OF DESIGN HELICOPTER 

18 IN [46 CM] WIDE 

YELLOW STRIPE 

CENTERLINE
 

12 IN [30 CM] WIDE
 

YELLOW LINE
 

10 FT [3 M] 

OUTER DIAMETER CIRCLE 

6 IN [15 CM] WIDE 

YELLOW LINE 

6 IN [15 CM] 

WIDE STRIPE 

YELLOW LINE 

PASSENGER WALKWAY 

IN BLACK AND WHITE PAINT 

SHOULDER LINE 

(USE WITH TAXI-THROUGH 

AND BACK-OUT PARKING ONLY) 

6 IN [15 CM] WIDE 

YELLOW LINE 

1 RD CIRCLE 

6 IN [15 CM] WIDE 

YELLOW LINE 

PARKING POSITION WEIGHT
 

LIMITATION (IF APPLICABLE)
 

IN 3 FT [0.9 M] HIGH CHARACTERS
 

PARKING POSITION IDENTIFIER 

(LETTER OR NUMBER) 

IN 3 FT [0.9 M] HIGH CHARACTERS 

LARGEST D THE PARKING 

POSITION WILL ACCOMMODATE 

IN 3 FT [0.9 M] HIGH CHARACTERS 

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

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

137 
AC 150/5390-2C 4/24/2012 

414. Heliport markers and markings. Markers and/or surface markings identify the facility as a 

heliport. Use paint or preformed material for surface markings (see AC 150/5370-10, Item P-620, for 

specifications for paint and preformed material). Reflective paint and reflective markers may also be used, 

though overuse of reflective material can be blinding to a pilot using landing lights. As an option, outline 

lines/markings with a 6-inch wide (15 cm) line of a contrasting color to enhance conspicuity. Place 

markings that define the edges of a TLOF, FATO, taxiway or apron within the limits of those areas. Use 

the following markers and markings: 

a. Hospital heliport identification marking. The identification marking identifies the location 

as a hospital heliport, marks the TLOF and provides visual cues to the pilot. 

(1) Standard hospital heliport identification symbol. Mark the TLOF with a red “H” in a 

white cross. The minimum height of the “H” is 10 feet (3 m). Locate the “H” in the center of the TLOF 

and orient it on the axis of the preferred approach/departure path. Place a 12-inch wide red bar under the 

“H” when it is necessary to distinguish the preferred approach/departure direction. The proportions and 

layout of the standard hospital heliport identification symbol are illustrated in Figure 4–21. Increase the 

dimensions of the “H” and cross proportionately for larger TLOFs. 

(2) Alternative marking. As an alternative to the standard marking, use 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. Where it is impractical to paint the whole TLOF red, paint the TLOF so the 

minimum dimension (length, width, or diameter) of the outer red area is equal to the RD of the design 

helicopter but not less than 40 feet (12.2 m). Figure 4–22 illustrates this alternative marking. Increase the 

dimensions of the “H” and cross proportionately for larger TLOFs. 

(3) Winter operations. In winter weather at a heliport with a dark TLOF surface, the 

marking in Figure 4–22 will absorb more heat from the sun and more readily melt residual ice and snow. 

In contrast, the white area in Figure 4–21 is more likely to be icy during winter weather. Consequently, in 

areas that experience ice and snow, use the markings in Figure 4–22 for unheated TLOFs. 

b. TLOF markings. 

(1) TLOF perimeter marking. Mark the TLOF perimeter with markers and/or lines. See 

paragraph 408 and Table 4-1 for guidance on increasing the size of the safety area if the TLOF perimeter 

is not marked. 

(a) Paved TLOFs. Define the perimeter of a paved or hard surfaced TLOF with a 

continuous, 12-inch-wide (30 cm), white line. See Figure 4–23. 

(b) Unpaved TLOFs. Define the perimeter of an unpaved TLOF 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 4–24. 

(2) Touchdown/positioning circle (TDPC) marking. Use an optional TDPC marking to 

provide guidance to allow a pilot to touch down in a specific position on paved surfaces. When the pilot’s 

seat is over the marking, the undercarriage will be inside the LBA, and all parts of the helicopter will be 

clear of any obstacle by a safe margin. A TDPC marking is a yellow circle with an inner diameter of 1⁄2 D 

and a line width of 18 inches (46 cm). Locate a TDPC marking in the center of a TLOF. See Figure 4–21, 

Figure 4–22, and Figure 4–23. 

138 
 

 

 

 

30 FT [10 M] 

10 FT [3 M] 

30 FT [10 M] 10 FT [3 M] 

TOUCHDOWN/POSITION CIRCLE 

INNER DIAMETER = 1

2 D OF
 

DESIGN HELICOPTER
 

18 IN [46 CM] WIDE

 YELLOW STRIPE
 

Notes: 

1.	 Standard TLOF perimeter stripe of 12 in [30 cm]. See figure 4-25 for "H", touchdown 

position, overall length and weight limitation box dimensions. 

2.	 The standard hospital identification is a red H within a white cross. 

3.	 An option may be a red within a white cross surrounded by a 12 in [30 cm] wide red H

border (not illustrated). 

4.	 The area outside of the cross may be colored red. 

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

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

139 
 

 

12 IN [30 CM] 

STRIPE 

30 FT [10 M] 

30 FT [10 M] 10 FT [3 M] 

10 FT [3 M] 6 IN [15 CM]
 

STRIPE
 

Notes: 

1.	 Standard TLOF perimeter stripe of 12 in [30 cm]. See figure 4-25 for "H", touchdown 

position, overall length and weight limitation box dimensions. 

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

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

140 
 

 

 

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

DETAIL A FATO MARKING DETAIL 

5 FT [1.5 M] 

APPROACH/DEPARTURE SURFACE 

APPROACH/DEPARTURE SURFACE 

12 IN [30 CM] 

PAINTED TLOF EDGE MARKING 

IN GROUND FATO EDGE MARKING 

SAFETY AREA 

SEE NOTE 3 AND DETAIL A 

SEE NOTE 2 

5 FT [1.5 M] MIN 

6 FT [2 M] MAX 

Notes: 

1. Mark the perimeter of the TLOF and the FATO. 

2. 

3. 

4. See Figure 4-25 for " H", touchdown/position, Overall Length and Weight Limitation box 

dimensions. 

Define the perimeter of a paved or hard surfaced TLOF with a continuous 

12 in [30 cm] white line. 

Define the perimeter of the FATO with a 12 in [30 cm] wide dashed line per Detail A. 

TDPC

 MARKING 

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

141 
 

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

DETAIL A TLOF FLUSH IN-GROUND MARKING DETAIL 

5 FT [1.5 M] 12 IN [30 CM] 

Define the perimeter of an unpaved TLOF with flush in-ground markers per Detail A. 

Define the perimeter of an an unpaved FATO with flush in-ground markers per Detail B. 

2. 

3. 

DETAIL B FATO FLUSH IN-GROUND MARKING DETAIL 

UNPAVED TLOF EDGE MARKING 

IN GROUND FATO EDGE MARKING 

APPROACH/DEPARTURE SURFACE 

SAFETY AREA 

SEE NOTE 3 AND DETAIL B 

12 IN [30 CM] 

APPROACH/DEPARTURE SURFACE 

SEE NOTE 2 AND DETAIL A 

5 FT [1.5 M] 

UNPAVED FATO 

0 FT [0 M] MIN 

6 IN [30 CM] MAX 

5 FT [1.5 M] MIN 

6 FT [2 M] MAX 

Notes: 

1. Mark the perimeter of the TLOF and FATO. 

4. See Figure 4-25 for " H", touchdown/position, overall length and weight limitation box 

dimensions. 

TDPC 

MARKING 

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

142 
4/24/2012 AC 150/5390-2C 

(3) TLOF size and weight limitations. Mark the TLOF to indicate the length and weight of 

the largest helicopter it will accommodate, as shown in Figure 4–25. Place these markings in a box in the 

lower right-hand corner of the TLOF, or on the right-hand side of the “H” of a circular TLOF, when 

viewed from the preferred approach direction. The box is 5 feet (1.5 m) square. The numbers are 18” (46 

cm) high. If necessary, interrupt the TDPC marking with this marking. (See Figure C–2.) The numbers 

are black with a white background. This marking is optional at a TLOF with a turf surface. 

(a) TLOF size limitation. This number is the length (D) of the largest helicopter the 

TLOF will accommodate, as shown in Figure 4–25. The marking consists of the letter “D” followed by 

the dimension in feet. Do not use metric equivalents used for this purpose. Center this marking in the 

lower section of the TLOF size/weight limitation box. 

(b) TLOF weight limitations. If a TLOF has limited weight-carrying capability, mark it 

with the maximum takeoff weight of the design helicopter, in units of thousands of pounds, as shown in 

Figure 4–25. Do not use metric equivalents for this purpose. Center this marking in the upper section of a 

TLOF size/weight limitation box. If the TLOF does not have a weight limit, add a diagonal line extending 

from the lower left hand corner to the upper right hand corner to the upper section of the TLOF 

size/weight limitation box. 

c. Extended pavement/structure markings. As an option at hospital heliports, increase the 

pavement or structure without a corresponding increase in the length and width or diameter of the FATO 

to accommodate pedestrians and/or support operations. Whether or not this increased area is part of the 

LBA, mark the pavement or structure outside the TLOF with 12-inch-wide (30 cm) diagonal black and 

white stripes. See Figure 4–26 for marking details. 

d. FATO markings. 

(1) FATO perimeter marking. Define the perimeter of a load-bearing FATO with markers 

and/or lines. Do not mark the FATO perimeter if any portion of the FATO is not a load-bearing surface. 

In such cases, mark the TLOF perimeter (see paragraph 414.) 

(a) Paved FATOs. Define the perimeter of a paved load-bearing FATO with a 12-inchwide (30 cm) dashed white line. Use marking segments approximately 5 feet (1.5 m) in length, and with 

end-to-end spacing of approximately 5 feet (1.5 m) to define the corners of the FATO and the perimeter. 

See Figure 4–23. 

(b) Unpaved FATOs. Define the perimeter of an unpaved load-bearing FATO with 12­

inch-wide (30 cm), flush, in-ground markers. Use marking segments approximately 5 feet (1.5 m) in 

length, and with end-to-end spacing of approximately 5 feet (1.5 m) to define the corners of the FATO 

and the perimeter. See Figure 4–23 and Figure 4–24. 

e. Flight path alignment guidance marking. An optional flight path alignment guidance 

marking consists of one or more arrows to indicate the preferred approach/departure direction(s). Place it 

on the TLOF, FATO and/or safety area surface as shown in Figure 4–10. The shaft of the arrow(s) is 18 

inches (50 cm) in width and at least 10 feet (3 m) in length. When combined with a flight path alignment 

guidance lighting system described in paragraph 415, it takes the form shown in Figure 4–10, which 

includes scheme for marking the arrowheads. Use a color that provides good contrast against the 

background color of the surface on which they are marked. An arrow pointing toward the center of the 

TLOF depicts an approach direction. An arrow pointing away from the center of the TLOF depicts a 

departure direction. In the case of a flight path limited to a single approach direction or a single takeoff 

direction, the arrow marking is unidirectional. In the case of a heliport with only a bidirectional 

approach/takeoff flight path available, the arrow marking is bidirectional. 

143 
 

 

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

ALTERNATE MARKING WITH 

DETAIL B 

SEE NOTE 2 

SEE NOTE 3 

NO WEIGHT RESTRICTIONS 

10'-0" 

[3 M] 

2'-0" 

[61 CM] 

TLOF SIZE/WEIGHT 

LIMITATION 'BOX' 

DETAIL A 

HELIPORT INDENTIFICATION 

SYMBOL 

SEE DETAIL B 

SEE DETAIL A 

TOUCHDOWN/POSITION CIRCLE 

INNER DIAMETER = 1

2 D OF 

DESIGN HELICOPTER 

18 IN [46 CM] WIDE 

YELLOW STRIPE 

NO WEIGHT LIMIT 

Notes: 

See Appendix D for the form and proportion of the numbers used in the TLOF Size and 

"10" indicates the maximum takeoff weight (10,000 lbs [4,535 kg]) of the TLOF design 

"D46" indicates the overall length of the largest helicopter (46 ft [14.0 M]) for which the 

1. 

2. 

3. 

Limitation Box. 

TLOF is designed. 

helicopter, in units of thousands of pounds [kilograms]. 

6'-8" [1.8 M] 

1'-0" [30 CM] 5 IN 

[12.7 CM] 

5 FT [1.5 M] 

SQUARE 

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

144 
 

 

EXTENDED PAVEMENT/STRUCTURE TLOF EDGE MARKING 

FLUSH TLOF EDGE LIGHTS 

Notes: 

1. Extended pavement/structure markings begin flush with TLOF edge 

markings and end at the edge of the extended pavement/structure. 

2. Extended pavement/structure markings are 12 in [30 cm]
 

wide black and white stripes on a 45° angle.
 

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

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

145 
AC 150/5390-2C 4/24/2012 

f. Taxi route and taxiway markings. 

(1) Paved taxiway markings. Mark the centerline of a paved taxiway with a continuous 6­

inch (15 cm) yellow line. If necessary to increase conspicuity, mark both edges of the paved portion of the 

taxiway with two continuous 6- inch (15 cm) wide yellow lines spaced 6 inches (15 cm) apart. Figure 4– 

12 illustrates taxiway centerline and edge markings. 

(2) Unpaved taxiway markings. Use either raised or in-ground flush edge markers to 

provide strong visual cues to pilots. Space them longitudinally at approximately 15-foot (5 m) intervals 

on straight segments and at approximately 10-foot (3 m) intervals on curved segments. Figure 4–13 and 

Figure 4–14 illustrate taxiway edge markings. 

(a) Raised-edge markers are blue, 4 inches (10 cm) in diameter, and 10 inches (25 cm) 

high, as illustrated in Figure 4–13. 

(b) In-ground, flush edge markers are yellow, 12 inches (30 cm) wide, and 

approximately 5 feet (1.5 m) long. 

(3) Raised edge markers in grassy areas. Raised edge markers are sometimes obscured by 

tall grass. Address this issue with 12-inch (30 cm) diameter concrete pads or solid material disks around 

the poles supporting the raised markers. 

(4) Taxiway to parking position transition requirements. For paved taxiways and parking 

areas, taxiway centerline markings continue into parking positions and become the parking position 

centerlines. 

g. Parking position markings. If a hospital heliport has a parking position, the following 

standards apply. 

(1) Paved parking position identifications. Mark parking position identifications (numbers 

or letters) if there is more than one parking position. These markings are yellow characters 36 inches (91 

cm) high. See Figure 4–20 and Figure C–1. 

(2) Rotor diameter circle. Define the circle of the RD of the largest helicopter that will park 

at that position with a 6-inch (15 cm) wide, solid yellow line with an outside diameter of RD. In paved 

areas, this is a painted line (See Figure 4–20). In unpaved areas, use 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). 

h. Touchdown/positioning circle (TDPC) marking. An optional TDPC marking provides 

guidance to allow a pilot to touch down in a specific position on paved surfaces. When the pilot’s seat is 

over the marking, the undercarriage will be inside the LBA, and all parts of the helicopter will be clear of 

any obstacle by a safe margin. A TDPC marking is a yellow circle with an inner diameter of 1⁄2 D and a 

line width of 18 in (46 cm). Locate a TDPC marking in the center of a parking area. Use a TDPC marking 

for “turn-around” parking areas. See Figure 4–20 and Figure 4–18. 

i. Maximum length marking. On paved surfaces, indicate the D of the largest helicopter that 

the position is designed to accommodate (for example, 40) with this marking. This marking consists of 

yellow characters at least 36 inches (91 cm) high. See Figure 4–20 and Figure C–1. 

j. Parking position weight limit. If a paved parking position has a weight limitation, mark it in 

units of 1,000 lbs as illustrated in Figure 4–20. (A 4 indicates a weight-carrying capability of up to 4,000 

lbs. Do not use metric equivalents for this purpose.) This marking consists of yellow characters 36 inches 

(91 cm) high. Place a bar under the number if necessary to minimize the possibility of being misread. See 

Figure 4–18 and Figure C–1. 

k. Shoulder line markings. Use optional shoulder line markings for paved parking areas (See 

Figure 4–15) to ensure safe rotor clearance. Locate a 6-inch (15 cm) wide solid yellow shoulder line, 

146 
WIND CONE REMOVED 

Notes:

1. Paint a yellow "X" marking over the "H" when removal or obliteration of the 

heliport markings is impractical.
 

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

perpendicular to the centerline and extending to the RD marking, so it is under the pilot’s shoulder such 

that the main rotor of the largest helicopter for which the position is designed will be entirely within the 

rotor diameter parking circle (See Figure 4–20.) Use 0.25 D from the center of parking area to define the 

location of shoulder line. Use a shoulder line marking for “taxi through” and “back-out” parking areas.

l. Walkways. Figure 4–20 illustrates one marking scheme.

m. Closed heliport. Obliterate all markings of a permanently closed heliport, FATO, or TLOF. 

If it is impractical to obliterate markings, place a yellow “X” over the “H”, as illustrated in Figure 4–27. 

Use a yellow “X” large enough to ensure early pilot recognition that the heliport is closed. Remove the 

wind cone(s) and other visual indications of an active heliport.

n. Marking sizes. See Appendix C for guidance on the proportions of painted numbers.

Figure 4–27. Marking a Closed Heliport: Hospital 

415. Heliport lighting. If the heliport operator intends for the facility to support night operations, light 

the heliport with FATO and/or TLOF perimeter lights as described below. Design flush light fixtures and 

installation methods to support point loads of the design helicopter transmitted through a skid or wheel.

a. TLOF perimeter lights. 

(1) Ground level TLOF. Use green lights meeting the requirements of FAA Airports 

Engineering Brief 87, Heliport Perimeter Light for Visual Meteorological Conditions (VMC), to define 

the TLOF perimeter. If only the TLOF is load bearing, use flush lights or, as a less desirable option, 

raised green omnidirectional lights. Use a minimum of three light fixtures per side of a square or 

rectangular TLOF. Locate a light at each corner, with additional lights uniformly spaced between the 

147
 
AC 150/5390-2C 4/24/2012 

corner lights. Using an odd number of lights on each side will place lights along the centerline of the 

approach. To define a circular TLOF, use an even number of lights, with a minimum of eight, uniformly 

spaced. Space the lights at a maximum of 25 feet (7.6 m). Locate flush lights within 1 foot (30 cm) (inside 

or outside) of the TLOF perimeter. Locate raised lights outside and within 10 feet (3 m) of the edge of the 

TLOF. Make sure raised lights do not penetrate a horizontal plane at the TLOF elevation by more than 2 

inches (5 cm). Figure 4–28 and Figure 4–30 illustrate these lights. 

(2) Elevated TLOF. As an option, use raised, omnidirectional lights meeting the 

requirements of EB 87, located on the outside edge of the TLOF or the outer of the safety net, as shown in 

Figure 4–29. Lighting on the outer edge of the safety net provides better visual cues to pilots at a distance 

from the heliport since it outlines a larger area. Make sure raised lights do not penetrate a horizontal plane 

at the TLOF elevation by more than 2 inches (5 cm). 

b. Load-bearing FATO perimeter lights. Use green lights meeting the requirements of EB 87 

to define the perimeter of a load bearing FATO. Do not light the FATO perimeter if any portion of the 

FATO is not a load-bearing surface. Use a minimum of three flush or raised light fixtures per side of a 

square or rectangular FATO. Locate a light is located at each corner, with additional lights uniformly 

spaced between the corner lights. Using an odd number of lights on each side will place lights along the 

centerline of the approach. To define a circular FATO, use an even number of lights, with a minimum of 

eight, uniformly spaced. Space lights at a maximum of 25 feet (7.6 m). Locate flush lights within 1 foot 

(30 cm) (inside or outside) of the FATO perimeter (see Figure 4–28 and Figure 4–30). As an option, use a 

rectangular light pattern even if the TLOF is circular. At a distance during nighttime operations, a square 

or rectangular pattern of FATO perimeter lights provides the pilot with better visual alignment cues than a 

circular pattern, but a circular pattern may be more effective in an urban environment. In the case of an 

elevated FATO with a safety net, mount the perimeter lights in a similar manner as discussed in paragraph 

415. Make sure raised FATO perimeter lights are no more than 8 inches (20 cm) high, and locate them 10 

feet (3 m) from the FATO perimeter. 

c. Floodlights. The FAA has not evaluated floodlights for effectiveness in visual acquisition of 

a heliport. However, if ambient light does not adequately illuminate markings for night operations, use 

floodlights to illuminate the TLOF, the FATO, and/or the parking area. If possible, mount these 

floodlights on adjacent buildings to eliminate the need for tall poles. Take care, however, to place 

floodlights clear of the TLOF, the FATO, the safety area, and the approach/departure surfaces, and 

transitional surfaces. Ensure floodlights and their associated hardware do not constitute an obstruction 

hazard. Aim floodlights down to provide adequate illumination on the surface. Make sure floodlights that 

might interfere with pilot vision during takeoff and landings are capable of being turned off by pilot 

control or at pilot request. 

148 
5 APPROACH LIGHTS (OPTIONAL) 

SEE FIGURE 4-31 FOR DETAILS 

LIGHTED WIND CONE 

PREFERRED APPROACH C L 

FLUSH FATO EDGE LIGHTS

FLUSH TLOF EDGE LIGHTS 

1 FT [30 CM] 

FLUSH IN-PAVEMENT LIGHT DETAIL 

Notes: 

1. Install flush FATO and TLOF perimeter lights inside or outside within 1 ft [30 cm] 

the FATO and TLOF respective perimeters.
 

2. Overall length and weight limitation box marking omitted for clarity. 

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

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

149
 
AC 150/5390-2C 4/24/2012 

SAFETY NET 

B 

NOT LESS THAN 5 FT [1.5 M] 

NOT MORE THAN 

2 IN [5 CM] 

12 IN [30 CM] 

C A

(SURROUNDING 

THE STRUCTURE) 

Three possible locations for TLOF/LBA edge lighting: 

Flush edge fixtures 

Omnidirectional light, mounted off structure edge 

Omnidirectional light, mounted off outer edge of safety net 

A 

B 

C 

FALL PROTECTION:

 RECOMMENDED IF 

ABOVE 30 IN [0.8 M] 

REQUIRED IF 

ABOVE 4 FT [1.2 M] 

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

150 
5 APPROACH LIGHTS (OPTIONAL)

SEE FIGURE 4-31 FOR DETAILS 

LIGHTED WIND CONE 

PREFERRED APPROACH C L 

SEE NOTE 2 

RAISED FATO OMNIDIRECTIONAL 

LIGHTS 

FLUSH TLOF EDGE LIGHTS 

Notes: 

1. Install flush TLOF perimeter lights inside or outside within 1 ft [30 cm] of the FATO
 

and TLOF respective perimeters.
 

2. Install raised FATO lights 10 ft [3 m] outside the FATO perimeter. 

3. Overall length and weight limitation box marking omitted for clarity. 

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

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

151
 
 

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

d. Landing direction lights. As an option when it is necessary to provide directional guidance, 

install landing direction lights. Landing direction lights are a configuration of five green omnidirectional 

lights meeting the standards of EB 87, on the centerline of the preferred approach/departure path. Space 

these lights 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 4–31. 

e. Flight path alignment lights. Flight path alignment lights meeting the requirements of EB 

87 are optional. Place them in a straight line along the direction of approach and/or departure flight paths. 

If necessary, extend them across the TLOF, FATO, safety area or any suitable surface in the immediate 

vicinity of the FATO or safety area. Install three or more green lights spaced at 5 feet (1.5 m) to 10 feet 

(3.0 m). See Figure 4–10. 

f. Taxiway and taxi route lighting. 

(1) Taxiway centerline lights. Define taxiway centerlines with flush bidirectional green 

lights meeting the standards of AC 150/5345-46, Specification for Runway and Taxiway Light Fixtures, 

for type L-852A (straight segments) or L-852B (curved segments). Space these lights at maximum 50­

foot (15 m) longitudinal intervals on straight segments and at maximum 25 foot (7.6 m) intervals on 

curved segments, with a minimum of four lights needed to define the curve. Uniformly offset taxiway 

centerline lights no more than two feet (0.6 m) if necessary to ease painting the taxiway centerline. As an 

option, use green retroreflective markers meeting requirements for Type I markers in AC 150/5345-39, 

Specification for L-853, Runway and Taxiway Retroreflective Markers in lieu of the L-852A or L-852B 

lighting fixtures. 

(2) Taxiway edge lights. Use omnidirectional blue lights to light the edges of a taxiway. As 

an option, use blue retroreflective markers to identify the edges of the taxiway in lieu of lights. Make sure 

retroreflective markers are no more than 8 inches (20 cm) tall. 

(a) Straight segments. Space lights at 50 feet (15.2 m) longitudinal intervals on straight 

segments. 

(b) Curved segments. Curved taxiway edges require shorter spacing of edge lights. 

Determine the spacing based on the radius of the curve. The applicable spacing for curves is shown in AC 

150/5340-30, Design and Installation Detail for Airport Visual Aids. Space the taxiway edge lights 

uniformly. Use at least three edge lights for curved edges of more than 30 degrees from point of tangency 

(PT) of the taxiway section to PT of the intersecting surface. For radii not listed in AC 150/5340-30, 

determine spacing by linear interpolation. 

(c) Paved taxiways. Use flush lights meeting the standards of AC 150/5345-46 for type 

L-852T. 

(d) Unpaved taxiways. Use raised lights meeting the standards of AC 150/5345-46 for 

type L-861T. Use a maximum lateral spacing for the lights or reflectors equal to the RD of the design 

helicopter, but not more than 35 feet (10.7 m). 

152 
FATO

TLOF 

NOT LESS THAN
 

20 FT [6 M]
 

NOR MORE THAN
 

60 FT [18 M]
 

4 EQUAL SPACES

 @ 15 FT [4.6 M]

 = 60 FT [18.4 M]
 

Legend: 

Omnidirectional green lights 

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

Figure 4–31. Landing Direction Lights: Hospital 

153
 
AC 150/5390-2C 4/24/2012 

g. Heliport identification beacon. A heliport identification beacon is optional equipment. It is 

the most effective means to aid the pilot in visually locating the heliport. Locate the beacon, flashing 

white/green/yellow at the rate of 30 to 45 flashes per minute, on or close to the heliport. Find guidance on 

heliport beacons in AC 150/5345-12, Specification for Airport and Heliport Beacon. As an option, allow 

the beacon to be pilot controllable, so it is “on” only when needed. 

416. Marking and lighting of difficult-to-see objects. It is often difficult for pilot to see unmarked 

wires, antennas, poles, cell towers, and similar objects, even in the best daylight weather, in time to 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 a factor. This 

paragraph discusses the marking and lighting of objects near, but outside and below the 

approach/departure surface. Find guidance on marking and lighting objects in AC 70/7460-1, Obstruction 

Marking and Lighting. 

a. Airspace. If difficult-to-see objects penetrate the object identification surfaces illustrated in 

Figure 4–32 and Figure 4–33, mark these objects to make them more conspicuous. If a heliport supports 

operations between dusk and dawn, light these difficult-to-see objects. Guidance on marking and lighting 

objects is contained in AC 70/7460-1. The object identification surfaces in Figure 4–32 and Figure 4–33 

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 along the approach path for a distance of 800 feet 

(244 m). From this point, the object identification surface extends out along the approach path for an 

additional distance of 3,200 feet (975 m) while rising on an 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. 

b. Shielding of objects. Title 14 CFR part 77.9, Construction or alteration requiring notice, 

provides that if there are a number of objects close together, it may not be necessary to mark all of them if 

they are shielded. To meet the shielding guidelines part 77 requires that an object “be shielded by existing 

structures of a permanent and substantial nature or by natural terrain or topographic features of equal or 

greater height, and will be located in the congested area of a city, town, or settlement where the shielded 

structure will not adversely affect safety in air navigation.” 

c. Equipment/object marking. Make heliport maintenance and servicing equipment, as well as 

other objects used in the airside operational areas, conspicuous with paint, reflective paint, reflective tape, 

or other reflective markings. Find additional guidance in AC 150/5210-5, Painting, Marking, and Lighting 

of Vehicles Used on an Airport. 

154 
 

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

(8:1 SLOPE)

APPROACH/DEPARTURE SURFACE 

(8:1 SLOPE) 

OBJECT IDENTIFICATION SURFACE 

FATO 

400 FT 

[122M] 

100 FT

 [30 M] 

500 FT

 [152 M] 

3,200 FT [975 M] 

500 FT 

[152 M] 

100 FT [30 M]

 FROM EDGE 

OF SAFETY AREA 

100 FT [30 M] FROM EDGE OF SAFETY AREA 

100 FT [30 M] R 200 FT

 [61 M] 

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

155 
AC 150/5390-2C 4/24/2012 500 FT [152 M] 200 FT [61 M] 400 FT [122M] 100 FT [30 M] 500 FT [152 M] 100 FT [30 M] R 100 FT [30 M] FROM EDGE OF SAFETY AREA FATO 100 FT [30 M] FROM FATO EDGE OF SAFETY AREA (8 1: SLOPE) APPROACH/DEPARTURE

(8 1: SLOPE) 

OBJECT IDENTIFICATION 

800 FT [244 M]

3,200 FT 9[ 75 M]

S

U

RFA

C

E

S

U

RFA

C

E

Figure 4–33. Airspace Where Marking and Lighting are Recommended: 

Curved Approach: Hospital 

156 
4/24/2012 AC 150/5390-2C 

417. Safety considerations. Consider the safety enhancements discussed below in the design of a 

heliport. Address other areas such as the effects of rotor downwash based on site conditions and the 

design helicopter. 

a. Security. Provide a means to keep the operational areas of a hospital heliport clear of people, 

animals, and vehicles. Use a method to control access depending upon the helicopter location and types of 

potential intruders. 

(1) Safety barrier. At ground-level hospital heliports, erect a safety barrier around the 

helicopter operational areas in the form of a fence or a wall. Construct the barrier no closer to the 

operation areas than the outer perimeter of the safety area. Make sure the barrier does not penetrate any 

approach/departure (primary or transitional) surface. If necessary in the vicinity of the approach/departure 

paths, install the barrier well outside the outer perimeter of the safety area. 

(2) Make sure any barrier is 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. Control access to airside areas in a manner commensurate with the barrier (for 

example, build fences with locked gates). Display a cautionary sign similar to that illustrated in Figure 4– 

34 on gates and doors. As an option at hospital heliport, secure operational areas via the use of security 

guards and a mixture of fixed and movable barriers. 

b. Rescue and fire-fighting services. Heliports are subject to state and local rescue and firefighting regulations. Provide a fire hose cabinet or extinguisher at each access gate/door and each fueling 

location. Locate fire hose cabinets, fire extinguishers, and other fire-fighting equipment near, but below 

the level of, the TLOF. Find additional information in various NFPA publications. For more reference 

material, see Appendix D. 

c. Communications. Use a Common Traffic Advisory Frequency (CTAF) radio to provide 

arriving helicopters with heliport and traffic advisory information but do not use this radio to control air 

traffic. Contact the Federal Communications Commission (FCC) for information on CTAF licensing. 

d. Weather information. An automated weather observing system (AWOS) measures and 

automatically broadcasts current weather conditions at the heliport site. When installing an AWOS, locate 

it at least 100 feet (30 m) and not more than 700 feet (213 m) from the TLOF and such that its 

instruments will not be affected by rotor wash from helicopter operations. Find guidance on AWOS 

systems in AC 150/5220-16, Automated Weather Observing Systems (AWOS) for Non-Federal 

Applications, and FAA Order 6560.20, Siting Criteria for Automated Weather Observing Systems 

(AWOS). Other weather observing systems will have different siting criteria. 

e. Winter operations. Swirling snow raised by a helicopter’s rotor wash can cause the pilot to 

lose sight of the intended landing point and/or hide objects that need to be avoided. Design the heliport to 

accommodate the methods and equipment used for snow removal. Design the heliport to allow the snow 

to be removed sufficiently so it will not present an obstruction hazard to the tail rotor, main rotor, or 

undercarriage. Find guidance on winter operations in AC 150/5200-30, Airport Winter Safety and 

Operations. 

157 
CAUTION
 HELICOPTER LANDING
 

AREA
 

SAFETY
 

AVOID FRONT AND REAR 

AREA OF HELICOPTER 

AVOID FRONT AND REAR 

AREA OF HELICOPTER 

STAY CLEAR 

APPROACH AND LEAVE HELICOPTER AS DIRECTED BY CREW OF THE 

IN A CROUCHED MANNER WHEN ROTORS ARE TURNING TAIL ROTOR 

INSTRUCTIONS
 

AUTHORIZED
 

PERSONNEL
 

ONLY
 

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

Figure 4–34. Caution Sign: Hospital 

158 
4/24/2012 AC 150/5390-2C 

418. Visual glideslope indicators (VGSI). A VGSI provides pilots with visual vertical course and 

descent cues. Install the VGSI such that the lowest on-course visual signal provides a minimum of 1 

degree of clearance over any object that lies within 10 degrees of the approach course centerline. 

a. Siting. The optimum location of a VGSI is on the extended centerline of the approach path at 

a distance that brings the helicopter to a hover with the undercarriage between 3 and 8 feet (0.9 to 2.5 m) 

above the TLOF. Figure 4–35 illustrates VGSI clearance criteria. To properly locate the VGSI, estimate 

the vertical distance from the undercarriage to the pilot’s eye. 

b. Control of the VGSI. As an option, allow the VGSI to be pilot controllable such that it is 

“on” only when required. 

c. VGSI needed. A VGSI is an optional feature. However, provide a VGSI 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. 

419. Zoning and compatible land use. Where state and local statutes permit, the FAA encourages a 

hospital heliport operator to promote the adoption of the following zoning measures to ensure the heliport 

will continue to be available and to protect the investment in the facility. 

a. Zoning to limit building/object heights. Find general guidance on drafting an ordinance that 

would limit building and object heights in AC 150/5190-4, A Model Zoning Ordinance to Limit Height of 

Objects Around Airports. Substitute the heliport surfaces for the airport surfaces in the model ordinance. 

b. Zoning for compatible land use. The FAA encourages public agencies to enact zoning 

ordinances to control the use of property within the HPZ and the approach/departure path environment, 

restricting activities to those compatible with helicopter operations. 

e. Air rights and property easements. Use air rights and property easements as options to 

prevent the encroachment of obstacles in the vicinity of a heliport. 

159 
LOWER LIMIT OF THE ON-COURSE SIGNAL 

OBSTACLE CLEARANCE REFERENCE LINE 

LOWER LIMIT OF THE ON-COURSE SIGNAL 

OBSTACLE CLEARANCE REFERENCE LINE 

10° 

OBSTACLE CLEARANCE 

PLANE 

COURSE CENTERLINE 

VISUAL GLIDESLOPE 

INDICATOR (VGSI) 

10°

CRITICAL 

OBJECT 

1° MINIMUM CLEARANCE 

VISUAL GLIDESLOPE 

INDICATOR (VGSI) 

VARIABLE SEE DETAIL BELOW 

PILOT'S EYES 

VISUAL GLIDESLOPE 

INDICATOR (VGSI) 

3 FT TO 8 FT

 [1 M TO 2.4 M] 

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

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

160 
4/24/2012 AC 150/5390-2C 

Chapter 5. Helicopter Facilities on Airports 

501. General. Helicopters are able to operate on most airports without unduly interfering with airplane 

traffic. If necessary, provide separate facilities and approach/departure procedures when the volume of 

airplane and/or helicopter traffic affects operations. At airports with interconnecting passenger traffic, 

provide gates at the terminal for helicopter boarding. People who use a helicopter to go to an airport 

generally require convenient access to the airport terminal and the services provided to airplane 

passengers. Identify the location of the exclusive-use helicopter facilities, TLOFs, FATOs, safety areas, 

approach/departure paths, and helicopter taxi routes and taxiways on the airport layout plan (ALP). 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. 

502. Applicability. The standards in this chapter apply to projects funded under the Airport 

Improvement Program (AIP) or Passenger Facility Charge (PFC) program. For other projects/heliports, 

these standards are the FAA’s recommendations for designing all heliports on airports. The design 

standards in this chapter assume there will never be more than one helicopter within the final approach 

and takeoff area (FATO) and the associated safety area. If there is a need for more than one touchdown 

and lift-off area (TLOF) at a heliport, locate each TLOF within its own FATO and within its own safety 

area. Unless otherwise noted, the standards in Chapter 2 apply to helicopter facilities serving general 

aviation operations and the standards in Chapter 3 apply to helicopter facilities serving transport 

operations. 

503. Touchdown and liftoff area (TLOF). Locate the TLOF to provide ready access to the airport 

terminal or to the helicopter user’s origin or destination. 

504. Final approach and takeoff area (FATO). Table 5-1 provides standards for the 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. 

Table 5-1. Recommended Distance between FATO Center 

to Runway Centerline for VFR Operations 

Airplane Size Small Helicopter 

7,000 lbs or less 

Medium Helicopter 

7,001 to 12,500 lbs 

Large Helicopter 

over 12,500 lbs 

Small Airplane 

12,500 lbs or less 

300 feet 

(91 m) 

500 feet 

(152 m) 

700 feet 

(213 m) 

Large Airplane 

12,500 lbs to 300,000 lbs 

500 feet 

(152 m) 

500 feet 

(152 m) 

700 feet 

(213 m) 

Heavy Airplane 

Over 300,000 lbs 

700 feet 

(213 m) 

700 feet 

(213 m) 

700 feet 

(213 m) 

505. Safety area. Apply the safety area dimensions and clearances described in Chapter 2 to facilities 

being developed on an airport for general aviation helicopter use. Apply safety area dimensions and 

clearances in Chapter 3 to facilities being developed on an airport for transport helicopter use. 

506. VFR approach/departure paths. To the extent practical, design helicopter approach/departure 

paths to be independent of approaches to and departures from active runways. 

161 
AC 150/5390-2C 4/24/2012 

507. Heliport protection zone (HPZ). Establish an HPZ where it is practicable for the airport owner 

to acquire and plan the land uses within the HPZ. Where this is not practicable, the HPZ standards have 

recommendation status for that portion of the HPZ the airport owner does not control. 

508. Taxiways and taxi routes. When developing exclusive helicopter taxiways or taxi routes at an 

airport, locate them to minimize interaction with airplane operations. 

509. Helicopter parking. Locate helicopter parking positions as close to the intended destination or 

origination of the passengers as conditions and safety permit. 

510. Security. 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. If necessary, establish multiple helicopter 

parking positions and/or locations in the terminal area to service helicopter passenger screening and/or 

cargo interconnecting needs. Find information about passenger at the Transportation Security 

Administration web site http://www.tsa.gov/public/. 

162 
N 

RUNWAY 6-24 (150 X 7700) PAVED 

SEE 

TABLE 5-1

DEPARTURE 

APPROACH/ 

SURFACE 

GA/CORPORATE

APRON 

HELIPORT 

OPERATIONS FATO 

AREAS 

TLOF/ 

DEPARTURE 

APPROACH/ 

SURFACE 

Earhart Regional Airport
 

Lindbergh, South Dakota
 

Airport Location:
 

44°- 58' N, 103° -46" W
 

Airport Elevation:
 KEY PLAN 3,022 Feet Above Sea Level 

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

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

163
 
AC 150/5390-2C 4/24/2012 

Intentionally Left Blank 

164 
4/24/2012 AC 150/5390-2C 

Chapter 6. Instrument Operations 

601. General. Instrument approach/departure/missed approach procedures permit helicopter 

operations to continue during periods of low cloud ceilings and reduced visibility. The FAA establishes 

Instrument approach procedures in accordance with FAA 8260 series Orders published by FAA Flight 

Procedures Standards Branch. When a heliport does not meet the criteria of this AC, or FAA 8260 Series 

Orders, the FAA publishes the helicopter instrument approach procedure as a SPECIAL procedure, with 

annotations that special aircrew qualifications, pilot training and aircraft equipment are required to fly the 

specific procedure(s). 

602. Planning. This chapter addresses issues that heliport owners consider before requesting the 

development of instrument approach/departure/missed approach procedures. The standards and 

recommendations in this AC are not intended to be sufficient to design an instrument procedure. Initiate 

early contact with the appropriate FAA Flight Standards Office to establish instrument procedures. 

603. Airspace. Those who design instrument approach/departure/missed approach procedures have 

some flexibility in the design of such procedures. For this and other reasons, the airspace required to 

support helicopter instrument approach/departure operations is complex, and it does not lend itself to 

simple descriptions, even using figures. Refer to the latest revision of FAA 8260-series orders for more 

detailed information on criteria for developing helicopter instrument approach/departure/missed approach 

procedures. 

604. Final approach reference area (FARA). For precision instrument procedures only, 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. For the purposes of requirements for LBA and lighting, substitute the 

FARA for the FATO. Figure 6–1 illustrates the FARA/FATO relationship. 

605. Improved lighting system. Installing the lighting systems described below may result in lower 

visibility minimums. See Figure 6–2 and Figure 6–3. 

a. FATO perimeter lighting enhancement. Insert an additional raised, green light meeting the 

standards of FAA Airports Engineering Brief 87, Heliport Perimeter Light for Visual Meteorological 

Conditions (VMC), between each light in the front and rear rows of the raised perimeter lights to enhance 

the definition of the FATO. 

b. Heliport instrument lighting system. The HILS consists of 24 unidirectional 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 6–2. 

(1) Edge bars. Place edge bar lights at 50-foot (15.2 m) intervals, measured from the front 

and rear row of the FATO perimeter lights. 

(2) Wing bars. Space wing bar lights at 15-foot (4.57 m) intervals, measured from the line of 

FATO perimeter (side) lights. 

(3) Optional TLOF lights. A line of seven white flush lights meeting the standards of EB 87 

is optional. Space them at 5-foot (1.5 m) intervals in the TLOF pavement. Align these lights on the 

centerline of the approach course to provide close-in directional guidance and improve TLOF surface 

definition. These lights are illustrated in Figure 6–2. 

165 
AC 150/5390-2C 4/24/2012 

c. Heliport approach lighting System (HALS). The HALS, depicted in Figure 6–3 is a 

distinctive approach lighting configuration designed to prevent it from being mistaken for an airport 

runway approach lighting system. 

606. Obstacle evaluation surfaces. The instrument procedure developer considers the specific 

heliport location, its physical characteristics, the terrain, surrounding obstructions, and so on, in designing 

the helicopter instrument approach procedure. Upon development of the instrument procedure, protect its 

underlying obstacle evaluation surfaces from penetrations. See paragraph 221. Also see paragraphs 201.e, 

301.e, and 401.e. 

Note: The illustrated FARA-FATO relationship is appropriate for a heliport at an elevation 

PRECISION INSTRUMENT FATO 

1.225 FT [373 M] 

150 FT 

[46 M] 

300 FT 

[91 M] 

150 FT 

[46 M] 

up to 1,000 ft [305 M] above mean sea level. 

FARA 

Figure 6–1. FARA/FATO Relationship: Precision 

166 
 

E 

D 

G 

E 

B 

A 

R 

OPTIONAL TLOF

 LIGHTS 

WING BAR 

 5 ADDITIONAL 

OMNIDIRECTIONAL 

LIGHTS

3 EQUAL SPACES 

OF 50 FT [15.2 M] 

3 EQUAL SPACES 

OF 15 FT [4.6 M] 

LIGHTED 

WIND CONE 

Legend: 

Wing Bars and Edge Bars 

Flush TLOF Centerline Light: Green 

(Optional - 5 ft [1.5 m] spacing) 

Flush FATO Edge Light: Green 

(Note: Raised FATO edge lights 

are also an option. Raised FATO 

edge lights would be placed outside 

the FATO. 

Perimeter Enhancement Light: Green 

Approach lights: Green 

Note: The depicted HILS installation is appropriate to a minimally sized heliport located at an 

elevation up to 1,000 ft [305 m] above mean sea level. 

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

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

167 
 

 

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

The depicted HALS is appropriate for 

The depicted HILS has elevated FATO 

Notes: 

FARA 

PRECISION 

INSTRUMENT 

FATO 

HELIPORT APPROACH 

LIGHT SYSTEM (HALS) 

10 LIGHT BARS 

@ 100 FT [30.5 M] SPACING 

a heliport located at an elevation up to 

1,000 ft [305 m] above mean sea level. 

1. 

2. 

edge lights. Flush FATO edge lights are 

also an option. Flush FATO edge lights 

would be placed just inside the FATO. 

Figure 6–3. Heliport Approach Lighting System 

168 
4/24/2012 AC 150/5390-2C 

Chapter 7. Heliport Gradients and Pavement Design 

701. 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. Provide a 

present a reasonably smooth, uniformly graded surface for operational surfaces such as the TLOF, FATO, 

safety areas, parking areas, taxi routes, and taxiways. Design the surfaces of a heliport to provide positive 

drainage. 

702. TLOF gradients. 

a. General aviation heliport. To ensure drainage, design the TLOF to have a gradient between 

0.5 percent and 2 percent. 

b. Transport heliport. To ensure drainage, design the TLOF to have a longitudinal gradient 

between 0.5 and 1 percent and a transverse gradient between 0.5 and 1.5 percent. 

c. Hospital heliport. To ensure drainage, design the TLOF to have a gradient between 0.5 and 

1 percent and 2 percent. 

703. FATO gradients. 

a. Load bearing FATO. Design a load bearing FATO to have a gradient between 0.5 percent 

and 5 percent. Design the gradient to be not more than 2 percent in any areas where a helicopter is 

expected to land. To ensure TLOF drainage, design gradients of rapid runoff shoulders to be between 3 

and 5 percent. These standards are illustrated in Figure 7–1 below for a concrete TLOF and stabilized turf 

FATO. 

b. Non-load bearing FATO. 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, design the 

gradient to be 5 percent or more to ensure adequate drainage away from the area of the TLOF. However, 

stabilize non-load bearing surfaces. See paragraph 707. 

704. Safety area gradients. Design the surface of the safety area to be no steeper than a downward 

slope of 2:1 (2 units horizontal in 1 unit vertical). In addition, make sure the surface of the safety area is 

not higher than the FATO edge. 

705. Parking area gradients. Design all helicopter parking area grades to not exceed 2 percent. 

706. Taxiway and taxi route gradients. Design taxiway longitudinal gradients to not exceed 2 

percent. Design transverse gradients to be between 0.5 percent and 2 percent. 

169 
SAFETY FATO AREA 

TLOF SHOULDER

Notes:

1. Slope direction based on site topography. 2. For dimensions of the TLOF, shoulder, FATO and Safety Area, see appropriate chapter.3. Stabilize FATO non-load bearing surfaces. 

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

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

170 
4/24/2012 AC 150/5390-2C 

707. Design loads. Design and construct the TLOF and any load-bearing surfaces 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. Find lists of Helicopter weights, landing gear configurations, and dimensional data in 

Appendix B. 

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 manufacturers to 

obtain the contact area for the specific helicopters of interest. 

b. Dynamic loads. A dynamic load of 0.2 second or less duration may occur during a hard 

landing. For design purposes, assume dynamic loads 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 7–2.) Contact manufacturers to obtain 

the aft contact area for specific helicopters 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. 

708. Pavement design and soil stabilization. Pavements distribute helicopters’ weight over a larger 

area of the subsurface as well as provide a water-impervious, skid-resistant wearing surface. Pave TLOFs, 

FATOs, taxiways, and parking aprons to improve their load carrying ability, minimize the erosive effects 

of rotor wash, and facilitate surface runoff. Stabilize unpaved portions of the FATO and taxi routes 

subjected to rotor wash. In some instances, loads imposed by ground support vehicles may exceed those 

of the largest helicopter expected to use the facility. Find guidance on pavement design and on stabilizing 

soils in AC 150/5320-6, Airport Pavement Design and Evaluation, and AC 150/5370-10, Standards for 

Specifying Construction of Airports. These ACs are available at the Airports web site 

(http://www.faa.gov/airports). 

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). 

Use thicker pavements for heavier helicopters or where the quality of the subsurface soil is questionable. 

If feasible, use PCC pavement for all surfaces used by helicopters. 

b. Stabilizing soils. Use appropriate methods of soil stabilization to meet different site 

requirements. Consider helicopter weight, ground support vehicle weight, operational frequency, soil 

analysis, and climatic conditions 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 

usually 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. Find guidance on turf establishment in AC 

150/5370-10. 

(2) Aggregate turf. Where heliports are located on soils that have poor load-carrying 

capabilities when wet, consider overcoming 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 

171 
 

 

DYNAMIC LOAD = 1.5 X GW 

0.75 X GW 0.75 X GW
 

TYPICAL SINGLE WHEEL CONFIGURATION
 

DYNAMIC LOAD = 1.5 X GW 

0.75 X GW 0.75 X GW 

TYPICAL DUAL WHEEL CONFIGURATION 

 CONTACT AREA 

D 

GW = GROSS WEIGHT D = SKID TUBE DIAMETER 

D CL = CUFF LENGTH C = CONTACT AREA = 2 x 1 2

1 CL

TYPICAL SKID CONFIGURATION 

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

gravel, coarse sand, or oyster shells. Use a sufficient ratio of aggregate to soil 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. 

c. Formed masonry shapes. Precast masonry shapes vary in size and shape-from a brick paver 

to an open block. Lay pavers on a prepared bed to present a solid surface. Embed precast blocks 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. Lay perforated metal panels that allow grass to grow through the 

openings on the ground to provide a hard surface for helicopter operations. Engineering catalogs identify 

commercially available panels. 

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

172 
SAFETY FATO AREA

RAISED FATO

TLOF OMNIDIRECTIONAL LIGHT 

FATO ELEVATION 2 IN

MAX 

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

Figure 7–3. FATO Elevation 

173 
AC 150/5390-2C 4/24/2012 

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174 
 

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

Appendix A. Emergency Helicopter Landing Facilities (EHLF) 

A-1. General. Preplanning emergency landing areas will result in safer and more effective air-support 

operations. These facilities comprise rooftop emergency facilities and medical emergency sites. Use the 

following as a guide for developing emergency helicopter landing facilities (EHLF). 

A-2. Notification and coordination. In addition to any requirements to provide notice under part 157, 

advise the local Terminal Approach Radar Control or the local Air Traffic Control facility manager in 

writing of the EHLF. 

A-3. Rooftop emergency facilities. Review local building codes to determine if they require 

structures over a specified height to provide a clear area on the roof capable of accommodating a 

helicopter to facilitate fire fighting or emergency evacuation operations. 

a. Building code requirements. State and local building code requirements apply to rooftop 

facilities. Develop the landing surface 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 A-1). Find 

additional information in various National Fire Protection Association (NFPA) publications. For more 

reference material, see Appendix D. 

b. TLOF. 

(1) Size. Design the TLOF to be square, rectangular or circular in configuration and centered 

within the EHLF. Design the length and width or diameter to be at least 40 feet (12.2 m) 

(2) Weight capacity. Design the TLOF to accept a 13,500-pound gross weight (GW) 

helicopter plus an impact load of 1.5 times GW. 

(3) Access. Provide two pedestrian access points to the TLOF at least 90 degrees apart with a 

minimum of 60 feet (18 m) TLOF perimeter separation. 

(4) Drainage. Design the surface so drainage flows away from pedestrian access points, with 

a maximum slope of 1.5 percent. 

c. FATO. Design the FATO to be at the same level as the TLOF. 

(1) Size. Design the FATO to extend a distance of at least 45 feet (13.7 m) in all directions 

from the center of the EHLF. For safe operation, provide clearance of one third of the rotor diameter (RD) 

of the largest helicopter expected but not less than 20 feet (6.1 m)between the helicopter’s main and tail 

rotor blades and any object that could be struck by these blades. 

(2) Obstructions. As an option, design the FATO to be an imaginary surface outside the 

TLOF and extending beyond the structure edge. Design the FATO to be unobstructed and without 

penetration of obstacles such as parapets, window washing equipment, penthouses, handrails, antennas, 

vents, etc. 

d. Safety area. Provide a clear, unobstructed area, a minimum of 12 feet (3.7 m) wide, on all 

sides, outside and adjacent to the FATO. 

e. Safety net. If the platform is elevated 4 feet (1.2 m) or more above its surroundings, Title 29 

CFR Part 1910.23 Guarding Floor and Wall Openings and Holes, requires the provision of fall protection. 

The FAA recommends such protection for all platforms elevated 30 inches (76 cm) or more. However, do 

not use permanent railings or fences, since they would be safety hazards during helicopter operations. As 

an option, install a safety net, meeting state and local regulations but not less than 5 feet (1.5 m) wide. 

Design the safety net to have a load carrying capability of 25 lbs/sq ft (122 kg/sq m). Make sure the net 

does not project above the level of the TLOF. Fasten both the inside and outside edges of the safety net to 

a solid structure. Construct nets of materials that are resistant to environmental effects. 

175 
AC 150/5390-2C 4/24/2012 

f. Markings. 

(1) TLOF perimeter. Define the limits of the touchdown pad with a solid 12-inch (30 cm) 

wide red or orange line as illustrated in Figure A-1. 

(2) Touchdown/positioning circle (TDPC) marking. Center a 12-inch wide red or orange 

circular marking, 30 feet (9.1 m) in diameter, within the TLOF. Use a contrasting color for the 

background within the circle. 

(3) Weight capacity. Mark the TLOF with the maximum takeoff weight of the design 

helicopter, in units of thousands of pounds (for example, a number “9,” indicating 9,000 lbs GW), with 

each numeral ten feet in length, centered within the TLOF. 

(4) Markings for pedestrians. Clearly mark rooftop access paths, EHLF access paths, and 

assembly zone(s) with surface paint and instructional signage. 

g. Access. 

(1) Stairs. Provide a minimum of two rooftop access stairs, with no less than 150 degrees 

separation, connecting to the top floor of the structure, with at least one providing access to the structure’s 

emergency staircase. 

(2) Doors. Keep penthouse and stairwell rooftop access doors unlocked at all times to 

provide access to the EHLF. As an option, equip doors with “panic bar” hardware and/or alarm them. 

h. Wind cone. Locate a wind cone assembly with an orange wind cone within the line of sight 

from the EHLF and outside the approach/departure path(s). 

i. Lighting. Shield ambient rooftop lighting to avoid affecting the pilot’s vision. 

A-4. Medical emergency sites. Medical emergency sites are clear and level areas near the scene of an 

accident or incident that the local emergency response team designates as the place where the helicopter 

air ambulance is directed to land in order to transport an injured person to a hospital. Provide such sites in 

various locations within a jurisdiction to support fast response to medical emergencies and accidents. Predesignating medical emergency sites 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. 

176 
OPTIONAL WIND CONE 

ROOF FREE OF LOOSE GRAVEL 

12 IN [30 CM] WIDE RED/ORANGE 

CIRCLE AND PERIMETER MARKING 

CAUTION 

HELICOPTER LANDING
 

AREA
 

SAFETY 

AVOID FRONT AND REAR
 

AREA OF HELICOPTER
 

STAY CLEAR
 

OF THE
 

AVOID FRONT AND REAR TAIL ROTOR
 

AREA OF HELICOPTER
 

APPROACH AND LEAVE HELICOPTER AS DIRECTED BY CREW
 

IN A CROUCHED MANNER WHEN ROTORS ARE TURNING
 Note: 9,000 lb weight limitation indicated in center of circle. 

INSTRUCTIONS 

AUTHORIZED
 

PERSONNEL
 

ONLY
 

POST AT PERSONNEL ENTRANCE 

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

Figure A-1. Rooftop Emergency Landing Facility 

177 
AC 150/5390-2C 4/24/2012 

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178 
 

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

Appendix B. Helicopter Data 

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. 

Various helicopter manufacturers have provided this information, but confirm data by contacting the 

manufacturer(s) of the specific helicopter(s) of interest. 

Legend 

A Manufacturer name and helicopter model 

B Maximum takeoff weight in pounds. 

D Overall length in feet. (Rotors at their maximum extension.) 

H Overall height in feet. (Usually at tail rotor.) 

RD Rotor diameter in feet. 

E Number of blades. 

F Rotor plane clearance in feet. 

TR Distance from rotor hub to tip of tail rotor in feet. 

I Tail rotor diameter (in feet). 

J Number of tail rotor blades. 

K Tail rotor ground clearance in feet. 

L Type of undercarriage. 

UCL Undercarriage length in feet. 

UCW Undercarriage width in feet. (The distance between the outside 

edges of the tires or the skids.) 

M Number and type of engines 

N Number of crew and passengers. 

179 
AC 150/5390-2C 4/24/2012

180

Manufacturer/ 

Model

Max Takeoff Weight

Overall Length (ft)

Overall Height (ft)

Main Rotor Tail Rotor Undercarriage

Number of Engines/ Type

Crew Number/ Pax 

Number

Diameter (ft)

Number of Blades

Ground Clearance 

(ft)

Tail Rtr Circle 

Radius (ft)

Diameter (ft)

Number of Blades 

Ground Clearance 

(ft)

Type

Length (ft)

Width (ft)

A B D H RD E F TR I J K L UCL UCW M N

AgustaWestland

A-109A 5,732 42.8 11.2 36.1 4 10 25 6.7 2 2.3 wheel 11.6 7.5 2-T

1-2&

6-7

A-119 Koala 5,997 42.7 12.4 36.6 4 8.3 25.5 6.4 2 4.2 skid 13.4 5.5 1-T 1&6-7

AW-109E Power 6,283 42.8 11.5 36.1 4 8 6.4 2 3 wheel 11.5 7.1 2-T 1&7

AW-109S Grand 7,000 42.5 11.2 35.5 4 8 6.4 2 3.3 wheel 12.3 7.1 2-T

1-2&

6-7

AW-119 Ke 6,283 42.4 11.8 35.5 4 9.3 6.4 2 3.8 skid 11.1 7 1-T 1&6-7

AW-139 14,991 54.7 16.4 42.6 5 12.9 8.9 4 7.5 wheel 14.2 10 2-T

1-2&

15

AW-101 34,392 74.8 21.7 61 5 15.4 45 13.1 8.4 wheel 23 14.8 3-T 3&30

Westland WG30 12,800 52.2 15.5 43.7 4 12.5 31 8 4 7.5 wheel 17.9 10.1 2+T 2&19

Bell Helicopter

47G 2,950 43.6 9.3 37.1 2 5 25 6.1 2 3.5 skid 9.9 7.5 1-P 1&2-3

205B, UH-1H, 

Huey II, 210 10,500 57.8 14.5 48 2 7.3 33.1 8.5 2 5.9 skid 12.1 8.8 1-T 1&14

206B-1,2,3 3,350 39.2 10.8 33.4 2 6 22.5 5.2 2 2.1 skid 8.1 6.7 1-T 1&4

206L-1,3,4 4,450 42.4 10.9 37 2 6.4 24 5.4 2 3.5 skid 9.9 7.7 1-T 1&6

212 11,200 57.3 14.9 48.2 2 7.5 22.2 8.5 2 6.1 skid 12.1 8.8 2-T 1&14

214ST 17,500 62.2 15.9 52 2 6.5 37 9.7 2 3.5 wheel/

skid 12.1 8.6 2-T

2& 16-

17

222B, UT 8,250 50.3 12.2 42 2 9.2 29.2 6.9 2 2.7 wheel/ 

skid 12.2 7.8 2-T 1&9

230 8,400 50.3 11.7 42 2 9.2 29.2 6.9 2 2.7 wheel/ 

skid 12.2 7.8 2-T 1&9

407 5,250 41.4 10.2 35 4 7.8 24.3 5.4 2 3.2 skid 9.9 8.1 1-T 1&6

412EP, SP, HP 11,900 56.2 14.9 46 4 11.5 34 8.6 2 4.8 skid 12.1 9.5 2-T 1&14

427VFR 6,550 42.6 10.5 37 4 6.4 24.1 5.7 2 3.3 skid 10 8.3 2-T 1&7

429 7,000 43 13.3 36 4 8.5 5.4 2 3.5 skid 9.9 8.8 2-T 1&7

430 9,300 50.3 13.3 42 4 8.2 29.2 6.9 2 3.7 wheel/ 

skid 12.4 9.2 2-T 1&9
4/24/2012 AC 150/5390-2C

181

Manufacturer/ 

Model

Max Takeoff Weight

Overall Length (ft)

Overall Height (ft)

Main Rotor Tail Rotor Undercarriage

Number of Engines/ Type

Crew Number/ Pax 

Number

Diameter (ft)

Number of Blades

Ground Clearance 

(ft)

Tail Rtr Circle 

Radius (ft)

Diameter (ft)

Number of Blades 

Ground Clearance 

(ft)

Type

Length (ft)

Width (ft)

A B D H RD E F TR I J K L UCL UCW M N

Boeing

107/CH-46E 24,300 84.3 16.7 51 3 15 59 51 3 17 wheel 24.9 14.5 2-T 3&25

234/CH-47F/G 54,000 99 19 60 3 11 69 60 3 19 wheel 22.5 10.5 2-T 3&44

Brantly/ Hynes

B-2B 1,670 28.1 6.9 23.8 3 4.8 16 4.3 2 3 skid 7.5 6.8 1-P 1&1

305 2,900 32.9 8.1 28.7 3 8 19 4.3 2 3

wheel/ 

skid 6.2 6.8 1-P 1&4

Enstrom

F-28F/ 280FX 2,600 29.3 9 32 3 6 20.6 4.7 2 3.1 skid 8 7.3 1-P 1&2

480B/ TH-28 3,000 30.1 9.7 32 3 6.5 21.2 5 2 3.6 skid 9.2 8 1-T 1&4

Erickson

S-64E/F Air 

Crane

42,000

-

47,000

88.5 25.4 72 6 15.7 53 16 4 9.4 wheel 24.4 19.9 2-T 3&0

Eurocopter

SA-315 Lama 5,070 42.3 10.2 36.2 3 10.1 20 6.3 3 3.2 skid 10.8 7.8 1-T 1&4

SA-316/319 

Alouette 4,850 33.4 9.7 36.1 3 9.8 27.7 6.3 3 2.8 wheel 11.5 8.5 1-T 1&4

SA-330 Puma 16,315 59.6 16.9 49.5 4 14.4 35 10 5 6 wheel 13.3 9.8 2-T 2&20

SA/AS-332, 

Super Puma 20,172 61.3 16.3 53.1 4 14.6 36 10 5 7.1 wheel 17.3 9.8 2-T 2&24

SA-341/342 

Gazelle 4,100 39.3 10.2 34.5 3 8.9 23 Fenstron

2.4 skid 6.4 6.6 1-T 1&4

AS-350 A Star 4,960 42.5 11 35.1 3 10.6 25 6.1 2 2.3 skid 4.7 7.5 1-T 1&6

AS-355 Twin 

Star 5,732 42.5 9.9 35.9 3 10.3 25 6.1 2 2.3 skid 9.6 7.1 2-T 1&6

AS-360 Dauphin 6,600 43.3 11.5 37.7 4 10.7 25 Fenstr

on

2.6 wheel 23.7 6.4 1-T 1&13

AS-365 

Dauphin/H-65 

Dolphin

9,480 45.1 13.3 39.2 4 11.4 24 Fenstr

on

2.6 wheel 11.9 6.2 2-T 1&11

BO-105 5,732 38.9 11.5 32.3 4 9.8 23 6.2 2 6.1 skid 8.3 8.2 2-T 1&5

BK-117 7,385 42.7 12.6 36.1 4 11 25 6.4 2 6.3 skid 11.6 8.2 2-T 1&10
AC 150/5390-2C 4/24/2012

182

Manufacturer/ 

Model

Max Takeoff Weight

Overall Length (ft)

Overall Height (ft)

Main Rotor Tail Rotor Undercarriage

Number of Engines/ Type

Crew Number/ Pax 

Number

Diameter (ft)

Number of Blades

Ground Clearance 

(ft)

Tail Rtr Circle 

Radius (ft)

Diameter (ft)

Number of Blades 

Ground Clearance 

(ft)

Type

Length (ft)

Width (ft)

A B D H RD E F TR I J K L UCL UCW M N

EC-120 3,780 37.8 11.2 32.8 3 10.1 24.6 Fenstr

on

2.1 skid 9.4 6.8 1-T 1&4

EC-130 5,291 41.5 11.8 35.1 3 11 23.7 Fenstr

on

5.3 skid 10.5 7.9 1-T 1&7

EC-135 6,250 40 11.5 33.5 4 11 22.8 Fenstr

on

5.6 skid 10.5 6.6 2-T 1&6

EC-145/ UH-72A 7,904 42.7 13 36.1 4 11.3 28 6.4 2 10.7 skid 9.5 7.9 2-T 1&8

EC-155 10,692 46.9 14.27 41.3 5 12 23 Fenstr

on

3.1 wheel 12.8 6.2 2-T 2&12

EC-225 24,332 64 16.3 53.1 5 15.1 38 10.3 4 3.5 wheel 17.2 9.8 2-T 2&24

Kaman

K-Max/ K1200 7,000 52 21 48.2 4 10.7 28 n a n/a wheel 15.3 11.3 1-T 1&0

SH-2G Seasprite 14,200 52.5 15.1 44 4 8.1 4 wheel 2-T 3&8

MD Helicopters

500E 3,000 30.8 8.4 26.4 5 8.2 4.6 2 2 skid 8.1 6.3 1-T 1&4

530F 3,100 32.1 8.1 27.4 5 8 19 4.8 2 1.3 skid 8.1 6.4 1-T 1&4

520N 3,350 32.1 9.7 27.4 5 9.2 17 NOTA

R

n/a skid 8.1 6.3 1-T 1&4

600N 4,100 36.9 9.8 27.5 6 9.2 NOTA

R

n/a skid 10.1 8.8 1-T 1&7

Explorer/ 902 6,500 38.8 12 33.8 5 12 23 NOTA

R

n/a skid 7.3 7.3 2-T

1-2&

6-7

Robinson

R-22 Beta 1,370 28.8 8.9 25.2 2 8.8 16 3.5 2 4.1 skid 4.2 6.3 1-P 1&1

R-44 Raven 2,500 38.3 10.8 33 2 10.5 22 4.8 2 3.8 skid 4.2 7.2 1-P 1&3

R-66 Turbine 2,700 38.3 11.4 33 2 10.5 5 2 3.6 skid 4.2 7.5 1-T 1&4

Fairchild-Hiller/

Rogerson-Hiller

360/UH-12/OH23

3,100 40.8 10.2 35.4 2 10.1 23 6 2 4 skid 8.3 7.5 1-P 1&3

FH/RH-1100 3,500 41.3 9.2 35.3 2 9.5 24 6 2 3 skid 7.9 7.2 1-T 1&4
4/24/2012 AC 150/5390-2C

183

Manufacturer/ 

Model

Max Takeoff Weight

Overall Length (ft)

Overall Height (ft)

Main Rotor Tail Rotor Undercarriage

Number of Engines/ Type

Crew Number/ Pax 

Number

Diameter (ft)

Number of Blades

Ground Clearance 

(ft)

Tail Rtr Circle 

Radius (ft)

Diameter (ft)

Number of Blades 

Ground Clearance 

(ft)

Type

Length (ft)

Width (ft)

A B D H RD E F TR I J K L UCL UCW M N

Sikorsky/ 

Schweizer

HU-269A/A-1/B, 

TH55A 1,850 29 9 26 3 8.8 15 3.8 2 2.5 skid 8.3 6.5 1-P 1&1

300C 2,050 30.8 8.7 26.8 3 8.7 15.3 4.3 2 2.8 skid 8.3 6.5 1-P 1&2

300CB/CBi 1,750 30.8 8.7 26.8 3 8.7 15.3 4.3 2 2.8 skid 8.3 6.5 1-P 1&1

330/330SP/ 333 2,550 31.2 11 27.5 3 9.2 15.3 4.3 2 3.2 skid 8.3 6.5 1-T 1&2-3

S-434 2,900 31.2 11 27.5 4 9.2 15.3 4.3 2 3.2 skid 8.3 6.5 1-T 1&2-3

S-55/H19 7,900 62.6 13.1 53 3 8.2 2 wheel 1-T 2&12

S-58/H34 14,600 65.8 15.9 56 4 11.4 38 9.5 4 6.4 wheel 28.3 14 2-T 2&16

S-61/H-3 22,000 72.8 19 62 5 12.3 40 10.3 5 8.6 wheel 23.5 14 2-T 3&28

S-76A/B/C/D 11,700 52.5 14.6 44 4 8.2 30.5 8 4 6.5 wheel 16.4 8 2-T 2&12

S-92 26,500 68.5 17.9 56.3 4 9.8 39.9 11 4 6.9 wheel 20.3 10.4 2-T 2&19

S-70i/UH-60L 

Blackhawk 22,000 64.8 16.8 53.8 4 7.7 38 11 4 6.6 wheel 29 9.7 2-T 3&12

CH-53K 74,000 99.5 27.8 79 7 17 59.6 20 4 9.5 wheel 27.3 13 3-T 3&55
R

D 

D 

TR 

H F 

I K 

UCW 

UCL 

D 

TR 

I 

RD 

H 

F 

K 

UCL UCW 

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

Figure B–1. Helicopter Dimensions 

184 
 

 

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

Appendix C. Dimensions for Marking Size and Weight Limitations 

The form and proportion of numbers for marking TLOF and parking area size and weight limitations are 

shown below. 

All characters have the following characteristics (Unless otherwise specified): 

Horizontal stroke of 6 in [15 cm] 

Vertical stroke of 5 in [13 cm] 

18 in [46 cm] wide 

36 in [91cm] high 

12 IN [30 CM] 

16 IN

 [41 CM] 

5 IN 

[13 CM] 

13 IN

 [33 CM] 

3 IN 

[8 CM] 

12 IN [30 CM] 

13 IN [33 CM] 5 IN [13 CM] 

12 IN [30 CM] 

7 IN [18 CM] 

5 IN 

[13 CM] 

2 PL 

14 IN 

[35 CM] 10 IN [25 CM] 

4 IN [10 CM] 

10 IN [25 CM] HORIZONTAL 

STROKE 

VERTICAL

 STROKE 

2 IN [5 CM] 5 IN 

[13 CM] 

10 IN [25 CM] 

24 IN [60 CM] 

23 IN

 [58 CM] 

2 IN [5 CM] 5 IN [13 CM] 

12 IN [30 CM] 24 IN [60 CM] 

Figure C–1. Form and Proportions of 36 Inch (91 cm) Numbers 

for Marking Size and Weight Limitations 

185 
 

 

 

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

All characters have the following characteristics (Unless otherwise specified): 

Horizontal stroke of 3.00 in [7.6 cm] 

Vertical stroke of 2.50 in [6.3 cm] 

9.00 in [22.8 cm] wide 

18.00 in [45.7cm] high 

[15.0 CM] 

7.8 IN

 [19.8 CM] 

2.40 IN 

[6.09 CM] 

7.33 IN

 [18.6 CM] 

1.34 IN 

[3.4 CM] 

6.00 IN [15.0 CM] 

2.19 IN 

[15.0 CM] 

3.60 IN 

2.40 IN 

[6.0 CM] 

2 PL 

7.20 IN 

[18.2 CM] 

4.80 IN 

1.80 IN [4.5 CM] 

4.80 IN [12.1 CM] HORIZONTAL 

STROKE 

VERTICAL

 STROKE 

1.25 IN 

[3.1 CM] 2.40 IN 

[6.0 CM] 

4.80 IN [12.1 CM] 

12.00 IN [30.0 CM] 

11.40 IN

 [4.5 CM] 

1.20 IN [3.0 CM] 2.40 IN 

6.00 IN 12.00 IN 

[12.1 CM] 

[9.1 CM] 

6.00 IN 

6.00 IN 

6.60 IN 

[16.7 CM] 

[5.6 CM] 

[6.09 CM] 

[15.0 CM] [30.0 CM] 

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

for Marking Size and Weight Limitation 

186 
4/24/2012 AC 150/5390-2C

187

Appendix D. Associated Publications and Resources

The following is a listing of related documents.

Current Advisory Circulars are available from the FAA web site 

http://www.faa.gov/regulations_policies/advisory_circulars/.

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/airports/resources/advisory_circulars/.

Technical reports are available at the National Technical Information Service (NTIS) web 

site http://www.ntis.gov/.

To find state and regional aviation offices, see

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

For information about grant assurances, see 

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

1. 14 CFR Part 27, Airworthiness Standards: Normal Category Rotorcraft.

2. 14 CFR Part 29, Airworthiness Standards: Transport Category Rotorcraft.

3. 14 CFR Part 77, Safe, Efficient Use, and Preservation of the Navigable Airspace.

4. 14 CFR Part 91, General Operating and Flight Rules.

5. 14 CFR Part 121, Air Carrier Certification.

6. 14 CFR Part 135, Operating Requirements: Commuter and on demand operations and rules governing 

persons on board such aircraft.

7. 14 CFR Part 139, Certification of Airports.

8. 14 CFR Part 151, Federal Aid to Airports.

9. 14 CFR Part 152, Airport Aid Program.

10. 14 CFR Part 157, Notice of Construction, Alteration, Activation, and Deactivation of Airports.

11. AC 70/7460-1, Obstruction Marking and Lighting.

12. AC 150/5190-4, A Model Zoning Ordinance to Limit Height of Objects Around Airports.

13. AC 150/5200-30, Airport Winter Safety and Operations.

14. AC 150/5220-16, Automated Weather Observing Systems (AWOS) for Non-Federal Applications.

15. AC 150/5230-4, Aircraft Fuel Storage, Handling, and Dispensing on Airports.

16. AC 150/5300-18, General Guidance and Specifications for Submission of Aeronautical Surveys to 

NGS: Field Data Collection and Geographic Information System (GIS) Standards.

17. AC 150/5320-6, Airport Pavement Design and Evaluation.

18. AC 150/5340-30, Design and Installation Details for Airport Visual Aids.

19. AC 150/5345-12, Specification for Airport and Heliport Beacons.

20. AC 150/5345-27, Specification for Wind Cone Assemblies.

21. AC 150/5345-28, Precision Approach Path Indicator Systems (PAPI).
AC 150/5390-2C 4/24/2012 

22. AC 150/5345-39, FAA Specification L-853, Runway and Taxiway Retroreflective Markers. 

23. AC 150/5345-46, Specification for Runway and Taxiway Light Fixtures. 

24. AC 150/5345-52, Generic Visual Glideslope Indicators (GVGI). 

25. AC 150/5360-9, Planning and Design of Airport Terminal Facilities at Non-Hub Locations. 

26. AC 150/5360-14, Access to Airports by Individuals with Disabilities. 

27. AC 150/5370-10, Standards for Specifying Construction of Airports. 

28. FAA 8260-series orders, various on flight procedures, airspace, others. 

a.	 FAA Order 8260.3B, U. S. Standard for Terminal Instrument Procedures (TERPS). 

b.	 FAA Order 8260.54A, U.S. Standard for Area Navigation (RNAV). 

c.	 FAA Order 8260.72, Performance Based Navigation (PBN) Fly-By (FB)/Radius-to-Fix 

(RF) Turn Maximum Design Bank Angle Limits 

29. FAA Grant Assurance No. 34, Policies, Standards, and Specifications. 

30. FAA Order 1050.1 Policies and Procedures for Considering Environmental Impacts. 

31. FAA Order 5050.4, National Environmental Policy Act (NEPA) Implementing Instructions for 

Airport Projects. 

32. FAA Order JO 7400.2, Procedures for Handling Airspace Matters. 

33. FAA Passenger Facility Charge (PFC) Assurance No. 9, Standards and Specifications 

34. FAA Technical Report FAA/RD-84/25, Evaluating Wind Flow Around Buildings on Heliport 

Placement, National Technical Information Service (NTIS) accession number AD-A153512. 

35. 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. 

36. ICAO Annex 14, Vol. II – Heliports. 

37. National Fire Protection Association (NFPA) 403, Standard for Aircraft Rescue and Fire-Fighting 

Services. 

38. National Fire Protection Association (NFPA) 407, Standard for Aircraft Fuel Servicing. 

39. National Fire Protection Association (NFPA) 418, Standard for Heliports. 

40. Roadmap for Performance Based Navigation (PBN). 

188