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HomeMy WebLinkAboutAIRPARK VILLAGE - ODP - 16-05A - CORRESPONDENCE - CITIZEN COMMUNICATIONSeptember 30, 2004 As ,— 2:1 Transitional Surface — TLOF n �C{ 8:1 Approach/Departure Surface r �Safety Area — FATO I 2:1 Transitional Surface — AC 150/5390-2B —2:1 Transitional Surface 2:1 Transitional Su ace _ — --- Surface 8;1 ApProa- Chioepaytu,e ------ — - FATO — -- — Protection Zone 280 ft [85 m] At Ground Level Figure 2-9. Protection Zone: GENERAL AVIATION 38 AC 150/5390-2B retration(s) of A ORB area but not both areas alto% if marked or lighted and if not considered a hazard - 100 ft [30 m] FATO - c - 8:1 Approach/Departure Surface - - B-, 100 ft [30 m] 2,000 ft [610m] - - -4,000 ft [1,219m] - Plan View 2,000 ft [610m] - September 30, 2004 500 ft [152m] — __j roachlDeparture Surface T 8:1 ApP - - 500 ft [152m] FATO 250 ft [76m] ' Figure 2-8. VFR PPR Heliport Lateral Extension of the 8:1 Approach/ Departure Surface: GENERAL AVIATION 37 September 30, 2004 AC 150/5390-2B 51-ME WE' UPON IN PEa'IYIN>tE "D EMi CTM —T UEDMURE 1, WWXE 3T 8:1 $URFR[E Note: Not drawn to scale. I Figure 2-7. VFR Heliport Approach/ Departure and Transitional Surfaces: GENERAL AVIATION 36 AC 150/5390-213 start at the edge of the FATO opposite the 8:lapproach/ departure surfaces and extends to the end of the approach/ departure surface. See Figure 2-7. NOTE: The transitional surface is not applied on the FATO edge opposite the approach/ departure surface. The Approach/ departure Surfaces should be free of penetrations. Any penetration of the transitional surface should be considered a hazard unless an FAA aeronautical study determines that it will not have a substantial effect upon the safe and efficient use of this airspace. Paragraph 108 provides guidance on how to identify and mitigate such hazards. For PPR facilities, transitional surfaces need not be considered if the size of the 8:1 approach/ departure surface is increased for a distance of 2000 ft. (610 m) as shown in Figure 2-8. The lateral extensions on each side of the 8:1 approach/ departure surface starts at the width of the FATO and is increased so that at a distance of 2000 ft (610 m) from the FATO it is 100 ft (30 m) wide. Penetrations of obstacles into area A or area B, but not both, may be allowed providing the penetrations are marked or lighted and not considered a hazard. NOTE: When the standard surface is incompatible with the airspace available at the heliport site, no operations should be conducted unless helicopter performance data supports a capability to safely operate using an alternate approach/ departure surface. The site should be limited to those helicopters meeting or exceeding the required performance and approved by the FAA. c. Marking and Lighting of Objects that Are Difficult to See. See paragraph 211. d. Periodic Review of Obstructions. Heliport operators should reexamine obstacles in the vicinity of 8:1 approach/ departure paths on at least an annual basis. This reexamination should include an appraisal of the growth of trees in close proximity to approach and departure paths. Paragraph 108b provides guidance on how to identify and mitigate obstruction hazards. e. Curved VFR Approach/ Departure Paths. VFR approach/ departure paths may curve to avoid objects or noise -sensitive areas. Heliport designers are encouraged to use the airspace above public lands, such as freeways or rivers. September 30, 2004 NOTE: In the next revision of this AC, the FAA intends to provide details on the minimum dimensions of curved approach/ departure airspace. 205.PROTECTION ZONE. The protection zone is the area under the 8:1 approach/ departure surface starting at the FATO perimeter and extending out for a distance of 280 feet (85.3 m), as illustrated in Figure 2-9. The heliport proponent should own or control the property containing the protection zone. This control should include the ability to clear incompatible objects and to preclude the congregation of people. For PPR heliports, a protection zone is optional. For GA heliport, air easement rights may be one option to control use of the ground within the protection zone. 206.WINDSOCK. a. Specification. A windsock conforming to AC 150/5345-27. Specification for Wind Cone Assemblies should be used to show the direction and magnitude of the wind. The windsock should provide the best possible color contrast to its background. b. Windsock Location. The windsock should be located so it provides the pilot with valid wind direction and speed information in the vicinity of the heliport under all wind conditions. (1) The windsock should be sited so it is clearly visible to the pilot on the approach path when the helicopter is at a distance of 500 feet (152 m) from the TLOF. (2) Pilots should also be able to see a windsock from the TLOF. (3) To avoid presenting an obstruction hazard, the windsock should be located outside the safety area, and it should not penetrate the approach/ departure or transitional surfaces. (4) At many landing sites, there may be no single, ideal location for the windsock. At other sites, it may not be possible to site a windsock at the ideal location. Consequently, more than one windsock may be required in order to provide the pilot with all the wind information needed for safe operations. c. Windsock Lighting. For night operations, the windsock should be internally lighted or externally illuminated to ensure that it is clearly visible. 19 September 30, 2004 d. Mobile Objects Within the FATO and the Safety Area. The FATO and Safety Area design recommendations of this AC are based on the assumption that the TLOF/FATO is closed to other aircraft if a helicopter or other mobile object is within the FATO or the associated Safety Area. e. FATO/FATO Separation. If a heliport has more than one FATO, the separation between the perimeters of the two FATO, should be such that the respective Safety Areas do not overlap. This separation is based on the assumption that simultaneous approach/ departure operations will not take place. NOTE: If simultaneous operations are planned, greater separation will be required. E FATO Gradients. Recommended FATO gradients are defined in Chapter 8. 203. SAFETY AREA. A Safety Area surrounds a FATO and should be cleared of all obstacles except small frangible objects that, because of their function, must be located there. a. Safety Area Width. The minimum recommended width of a Safety Area is dependent upon the heliport markings. The Safety Area width is dependent upon the use of the TLOF markings (paragraph 209a), the FATO markings (paragraph 209a), and the standard heliport identification marking (i.e., the H, paragraph209b(1)). The recommended size of the Safety Area in Table 2-1 is increased if the TLOF perimeter is not marked. The minimum recommended width of the Safety Area is the same on all sides. The Safety Area may extend into clear airspace. b. A Precision Approach Safety Area Width for operations under Instrument Flight Rules (IFR). RESERVED. c. Mobile Objects within the Safety Area. See paragraph 202d. d. Fixed Objects Within a Safety Area. No fixed object should be permitted within a Safety Area except for frangibly mounted objects that, due to their function, must be located there. Those objects whose functions require them to be located within the Safety Area should not exceed a height of 8 inches (20 cm) above the elevation of the FATO perimeter nor penetrate the approach/ departure surfaces or transitional surfaces. 18 AC 150/5390-2B e. Safety Area Surface. The Safety Area need not be load bearing. Figure 2-6 depicts a Safety Area extending over water. If the Safety Area is load bearing, the portion abutting the FATO should be continuous with the FATO and the adjoining edges should be at the same elevation. This is needed to avoid the risk of catching a helicopter skid or wheel. The Safety Area should be treated to prevent loose stones and any other flying debris caused by rotor wash. f. Safety Area Gradients. Recommended Safety Area gradients are defined in Chapter 8. 204.VFR APPROACH/ DEPARTURE PATHS. The purpose of approach/ departure airspace, shown in Figure 2-7, is to provide sufficient airspace clear of hazards to allow safe approaches to and departures from the TLOF. a. Number of Approach/ Departure Paths. Preferred approach/ departure paths should be aligned with the predominant wind direction so that downwind operations are avoided and crosswind operations are kept to a minimum. To accomplish this, a heliport should have more than one approach/ departure paths and the preferred flight approach/ departure path should, to the extent feasible, be aligned with the predominate wind. Other approach/ departure paths should be based on the assessment of the prevailing winds or when this information is not available, the separation between such flight paths and the preferred flight path should be at least 135 degrees. See Figure 2-7. PPR facilities may have only one approach/ departure path although a second flight path provides additional safety margin and operational flexibility. b. VFR Approach/ Departure Surfaces. An approach/ departure surface is centered on each approach/ departure path. Figure 2-7 illustrates the approach/ departure and transitional surfaces. The approach / departure path starts at the edge of the FATO and slopes upward at 8:1 (8 units horizontal in 1 unit vertical) for a distance of 4000 ft (1219 m) where the width is 500 ft (152 m) at a height of 500 ft (152 m) above the elevation of TLOF surface. The transitional surfaces start from the edges of the FATO parallel to the flight path center line, and from the outer edges of the 8:1 approach/ departure surface, and extend outwards at a slope of 2:1 (2 units horizontal in 1 unit vertical) for a distance of 250 ft (76 m) from the centerline. The transitional surfaces CniW--5E) 21 U.S. Department of Transportation Federal Aviation Administration Advisory Circular Subject: 14ELIPORT DESIGN Date: 09/30/04 AC No: 150/5390-213 Initiated by: AAS-100 Change: 1. PURPOSE. This advisory circular (AC) provides recommendations for heliport design and describes acceptable requirements to develop a heliport. This AC applies to anyone who is proposing to construct, activate or deactivate a heliport. 2. APPLICABILITY. This AC is not mandatory and does not constitute a regulation except when Federal funds are specifically dedicated for heliport construction. 3. EFFECTIVE DATE. The effective date is September 30, 2004. 4. CANCELLATION. AC 150/5390-2A, Heliport Design, dated January 20, 1994, is canceled. 5. EXECUTIVE SUMMARY. The modem helicopter is one of the most versatile transportation vehicles known to man. Typically, a heliport is substantially smaller than an airport providing comparable services. The helicopter has the capability of providing a wide variety of important services to any community that integrates this aircraft into its local transportation system. a. Service. In addition to their service in the transportation of people, helicopters have proven to be useful to their communities in the following ways: (1). Disaster Relief. Natural disasters often result in the breakdown of ground transportation systems. Helicopters are able both to bring in response teams and supplies and to evacuate injured people during the critical period before ground transportation is restored. (2). Air Ambulance Services. For an injured or critically ill person, time is life. Helicopters can provide high-speed, point-to-point transportation without being constrained by the limitations of the ground infrastructure. (3). Police Services. Many municipalities consider their police services helicopters vital force multipliers in carrying out search and rescue, chase, and surveillance. (4). Moving High -Value Assets. High -value or time -sensitive cargo, such as canceled checks, and people, including the President of the United States, frequently travel on helicopters because this mode of transportation is fast and flexible. Companies use helicopters as an invaluable part of an in-house transportation system to connect the office with various plants, job sites, and the local airport. Utility companies use helicopters to construct and inspect high -voltage electrical lines and to monitor underground gas transmission lines. The petroleum industry uses helicopters to support exploration and production operations. Newspapers and radio/TV stations use helicopters for onsite news gathering, taking photos, and airborne reporting of rush hour traffic conditions. b. Facilities. The most effective way for a community to realize the benefits of helicopter services is by developing or permitting the development of places where helicopters can land and take off. While heliports can be large and elaborate, most are not. The basic elements of a heliport are clear approach/ departure paths, a clear area Front Range Helicopters, LLC P.O. Box 685, Fort Collins, CO 80522 April 4, 2008 Mr. Ted Shepard, Chief Planner City of Fort Collins Planning Department P. O. Box 580 Fort Collins, CO 80522-0580 PH.970.472.0123 FX.970.472.1345 RE: Airpark Village Overall Development Plan, #16-05A Dear Mr. Shepard: EGO �OpB fIL- B r Front Range Helicopters operates a commercial and flight training helicopter business from the North Arrow Heliport (FAA designation CD46) located at 404 North Link Lane in Fort Collins adjacent to the Downtown Airpark. An overall development plan for the Downtown Airpark area must consider the presence of one public and two private heliports along the south-west boundary of the Airpark property. I have enclosed several pages from FAA Advisory Circular 150/5390-2B which provides recommendations for heliports. Note that our heliport originally met and currently meets these recommendations due to the open airspace above the Airpark. Development of the Airpark as proposed may violate these guidelines and present an elevated risk for our operations and to the general public. Allowance for adequate approach/departure paths is critical. Residential development should be kept as far away as possible to mitigate noise disturbance. Please consider this FAA Circular in your review of the Airpark Village Overall Development Plan and feel free to contact me. SinggLCely, Robert M. Dean Enc.