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HomeMy WebLinkAboutFAA AC ExcerptU.S. Department of Transportation Federal Aviation Administration Advisory Circular 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 150/5390-213, 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. ogv/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. 1. Added increased TLOF size when the FATO of a hospital heliport is not load bearing. 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 1'/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 — %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 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 I II 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 11 i 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 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 o 280 feet (85.3 m), as illustrated in Figure 4-11. The is mten e to en ance e 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 4/24/2012 2:1 TRANSITIONAL SURFACE HELIPORT PROTECTION ZONE 280 FT [85 M] AT GROUND LEVEL i I I' O 8:1 APPROACH/DEPARTURE SURFACE SAFETY AREA FATO TLOF 2:1 TRANSITIONAL SURFACE 2:1 TRANSITIONAL SURFACE 2:1 TRANSITIONAL SURFACE PPROACHIDEPART_ URE SURFACE FATO_— HELIPORT PROTECTION ZONE 280 FT [85 M] AT GROUND LEVEL Figure 4-11. Heliport Protection Zone: Hospital AC 150/5390-2C 125