150 5390 2b

U.S.
Department
Advisory
Circular
of Transportation
Federal Aviation
Administration
Subject: HELIPORT DESIGN Date: 09/30/04 AC No: 150/5390-2B

Initiated by: AAS-100 Change:
1. PURPOSE. This advisory circular (AC) provides recommendations for heliport design and describes
acceptable requirements to develop a heliport. This AC applies to anyone who is proposing to construct, activate or
deactivate a heliport.
2. APPLICABILITY. This AC is not mandatory and does not constitute a regulation except when Federal funds
are specifically dedicated for heliport construction.
3. EFFECTIVE DATE. The effective date is September 30, 2004.
4. CANCELLATION. AC 150/5390-2A, Heliport Design, dated January 20, 1994, is canceled.
5. EXECUTIVE SUMMARY. The modern helicopter is one of the most versatile transportation vehicles known
to man. Typically, a heliport is substantially smaller than an airport providing comparable services. The helicopter
has the capability of providing a wide variety of important services to any community that integrates this aircraft
into its local transportation system.
a. Service. In addition to their service in the transportation of people, helicopters have proven to be useful to
their communities in the following ways:
(1). Disaster Relief. Natural disasters often result in the breakdown of ground transportation systems.
Helicopters are able both to bring in response teams and supplies and to evacuate injured people during the critical
period before ground transportation is restored.
(2). Air Ambulance Services. For an injured or critically ill person, time is life. Helicopters can provide
high-speed, point-to-point transportation without being constrained by the limitations of the ground infrastructure.
(3). Police Services. Many municipalities consider their police services helicopters vital force multipliers
in carrying out search and rescue, chase, and surveillance.
(4). Moving High-Value Assets. High-value or time-sensitive cargo, such as canceled checks, and people,
including the President of the United States, frequently travel on helicopters because this mode of transportation is
fast and flexible. Companies use helicopters as an invaluable part of an in-house transportation system to connect
the office with various plants, job sites, and the local airport. Utility companies use helicopters to construct and
inspect high-voltage electrical lines and to monitor underground gas transmission lines. The petroleum industry uses
helicopters to support exploration and production operations. Newspapers and radio/TV stations use helicopters for
onsite news gathering, taking photos, and airborne reporting of rush hour traffic conditions.
b. Facilities. The most effective way for a community to realize the benefits of helicopter services is by
developing or permitting the development of places where helicopters can land and take off. While heliports can be
large and elaborate, most are not. The basic elements of a heliport are clear approach/ departure paths, a clear area
for ground maneuvers, and a windsock. This minimal facility may be adequate as a private use heliport, and may
even suffice as the initial phase in the development of a public use heliport capable of serving the general aviation
segment of the helicopter community.
c. Planning. While the heliport itself may be simple, the planning and organization required to properly put
one into place can be intimidating. To help make the process easier, the Federal Aviation Administration (FAA) has
published this AC. This document describes physical, technical, and public interest matters that should be
considered in the planning and establishment of a heliport. While this AC is a technical document intended to help
engineers, architects, and city planners’ design, locate, and build the most effective heliport, it can be used by
anyone considering the construction of a heliport.
d. Location. The optimum location for a heliport is in close proximity to the desired origination and/or
destination of the potential users. Industrial, commercial, and business operations in urban locations are demand
generators for helicopter services, even though they often compete for the limited ground space available. A site
permitting the shared aeronautical and commercial usage is a viable alternative to non-aeronautical use alone.
Heliport sites may be adjacent to a river or a lake, a railroad, a freeway, or a highway, all of which offer the potential
for multi- functional land usage. These locations also have the advantage of relatively unobstructed airspace, which
can be further protected from unwanted encroachment by properly enacted zoning. As vertical flight transportation
becomes more prevalent, requirements for scheduled "airline type" passenger services will necessitate the
development of an instrument procedure to permit "all-weather" service.
e. AC Organization. This AC is structured to provide communities and persons intending to develop a

heliport, or become involved in regulating helicopter facilities, with general guidance on heliport requirements. The
AC is organized with separate chapters covering general aviation heliports, transport heliports, and hospital heliports
based on the functional role of the heliport.
(1). A heliport proponent should be familiar with the terminology used in this specialized field. Chapter 1
defines pertinent terms used in the industry and identifies actions common to developing a heliport.
(2). General aviation heliports are normally privately owned although they can be publicly owned. Design
standards relevant to developing a general aviation heliport are found in Chapter 2.
(3). Transport heliports are developed to provide the community with a full range of vertical flight services
including scheduled service by air carriers (airlines) using helicopters. When the heliport serves any scheduled or
unscheduled passenger operation of an air carrier that is conducted with an aircraft having a seating capacity of more
than 30 passengers, the heliport is required to be certificated by the FAA in accordance with 14 Code of Federal
Regulations (CFR) Part 139, Certification and Operations: Land Airports Serving Certain Air Carriers. In any
event, a transport heliport would also accommodate corporate users and local air taxi operators. This broad
spectrum of activities frequently requires a more extensive airside and landside infrastructure with the potential
capability to operate in instrument meteorological conditions. Not withstanding these requirements, a community's
investment in a heliport may be substantially less than the investment required for an airport providing comparable
services. Design standards relevant to developing a transport heliport are found in Chapter 3.
(4). Hospital heliports are treated as special cases of general aviation facilities providing a unique public
service. They are normally located in close proximity to the hospital emergency room or a medical facility. Design
recommendations relevant to developing a hospital heliport are found in Chapter 4.
(5). When there are a significant number of helicopter operations on an airport, it may be prudent to
consider developing separate facilities specifically for helicopter use. Chapter 5 addresses helicopter facilities on
airports.
(6). With the introduction of the global positioning system (GPS), it is now practical for heliports to have
instrument approaches. Good planning suggests that heliport proponents should plan for the eventual development
of instrument approaches to their heliports. Chapters 6 and 7 contain recommendations to be considered in
contemplating future instrument operations at a heliport. It is wise to consider these issues during site selection and
design.
(7). Chapter 8 addresses heliport gradients and pavement design issues.
(8). The appendices provide helicopter dimensional data, addresses of aviation organizations, form and
proportions of certain heliport markings, and acronyms.
6. APPLICATION. The recommendations and standards in this AC are for planning and designing civil
heliports. To the extent that it is feasible and practical to do so, the standards in this AC should be used in planning
and designing improvements to an existing facility when significant expansion or reconstruction is undertaken.
Conformity with these standards is a prerequisite to Federal grant-in-aid assistance. Modification to a heliport
design standard related to new construction, expansion, reconstruction, or upgrade on a heliport that received
Federal aid requires FAA approval. The request for modification should show that the modification will provide an
acceptable level of safety, economy, durability, and workmanship. The recommendations and standards in this AC
are not intended to be sufficient to design an instrument approach procedure.
NOTE: If tiltrotor operations are contemplated, criteria in AC 150/5390-3, Vertiport Design are applicable.
7. METRIC UNITS. To promote an orderly transition to metric units, this AC includes both English and metric
dimensions. The metric conversions may not be exact equivalents, and until there is an official changeover to the
metric system, the English dimensions will govern.
DAVID L. BENNETT
Director of Airport Safety and Standards
Intentionally Left Blank
AC 150/5390-2B September 30, 2004
TABLE OF CONTENTS
Paragraph Page
CHAPTER 1. INTRODUCTION.............................................................................................................................1
100. GENERAL...............................................................................................................................................1
101. EXPLANATION OF TERMS..................................................................................................................1
102. BASIS.......................................................................................................................................................3
103. SELECTION OF APPROACH/ DEPARTURE PATHS..........................................................................3
104. PROPONENT RESPONSIBILITIES FOR FEDERAL AVIATION ADMINISTRATION (FAA)
NOTIFICATION OF HELIPORT DEVELOPMENT OR CHANGES...................................................4
105. ROOFTOP EMERGENCY FACILITIES................................................................................................5
106. MEDICAL EMERGENCY SITES...........................................................................................................5
107. HAZARDS TO AIR NAVIGATION........................................................................................................5
108. FAA STUDY OF EXISTING POTENTIAL HAZARDS TO AIR NAVIGATION.................................6
109. PROPONENT RESPONSIBILITIES TO NOTIFYING THE FAA OF PROPOSED
CONSTRUCTION OF OBJECTS AFFECTING NAVIGABLE AIRSPACE.........................................6
110. FEDERAL ASSISTANCE........................................................................................................................7
111. ENVIRONMENTAL IMPACT ANALYSES...........................................................................................7
112. ACCESS TO HELIPORTS BY INDIVIDUALS WITH DISABILITIES...............................................7
113. STATE ROLE...........................................................................................................................................7
114. LOCAL ROLE.........................................................................................................................................7
115. RELATED/REFERENCED READING MATERIAL.............................................................................8
CHAPTER 2. GENERAL AVIATION HELIPORTS..............................................................................................15

200. GENERAL.............................................................................................................................................15
201. TOUCHDOWN AND LIFT-OFF AREA (TLOF)..................................................................................15
202. FINAL APPROACH AND TAKEOFF AREA (FATO)..........................................................................17
203. SAFETY AREA.....................................................................................................................................18
204. VFR APPROACH/ DEPARTURE PATHS............................................................................................18
205. PROTECTION ZONE...........................................................................................................................19
206. WINDSOCK..........................................................................................................................................19
207. TAXIWAYS AND TAXI ROUTES........................................................................................................20
208. HELICOPTER PARKING.....................................................................................................................21
209. HELIPORT MARKERS AND MARKINGS.........................................................................................23
210. HELIPORT LIGHTING.........................................................................................................................24
211. MARKING AND LIGHTING OF DIFFICULT-TO-SEE OBJECTS....................................................26
212. SAFETY CONSIDERATIONS..............................................................................................................27
213. VISUAL GLIDESLOPE INDICATORS................................................................................................28
214. TERMINAL FACILITIES.....................................................................................................................28
215. ZONING AND COMPATIBLE LAND USE.........................................................................................28
CHAPTER 3. TRANSPORT HELIPORTS............................................................................................................59

300. GENERAL.............................................................................................................................................59
302. FINAL APPROACH AND TAKEOFF AREA.......................................................................................60
303. SAFETY AREA.....................................................................................................................................61
305. PROTECTION ZONE...........................................................................................................................62
306. WINDSOCK..........................................................................................................................................62
310. HELIPORT LIGHTING.........................................................................................................................66
311. MARKING AND LIGHTING OF OBSTRUCTIONS..........................................................................67
312. SAFETY CONSIDERATIONS..............................................................................................................68
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September 30, 2004 AC 150/5390-2B
313. VISUAL GLIDESLOPE INDICATORS (VGI).....................................................................................69

314. TERMINAL FACILITIES.....................................................................................................................69
315. ZONING AND COMPATIBLE LAND USE.........................................................................................69
CHAPTER 4. HOSPITAL HELIPORTS.................................................................................................................95

400. GENERAL.............................................................................................................................................95
402. FINAL APPROACH AND TAKEOFF AREA (FATO)..........................................................................96
403. SAFETY AREA.....................................................................................................................................97
405. MAGNETIC RESONANCE IMAGERS (MRI)....................................................................................98
406. WINDSOCK..........................................................................................................................................98
410. HELIPORT LIGHTING.......................................................................................................................101
411. MARKING AND LIGHTING OF OBSTRUCTIONS........................................................................102
412. SAFETY ENHANCEMENTS.............................................................................................................102
413. ZONING AND COMPATIBLE LAND USE.......................................................................................103
CHAPTER 5. HELICOPTER FACILITIES ON AIRPORTS...............................................................................123

500. GENERAL...........................................................................................................................................123
501. TOUCHDOWN AND LIFT-OFF AREA (TLOF)................................................................................123
502. FINAL APPROACH AND TAKEOFF AREA (FATO)........................................................................123
503. SAFETY AREA...................................................................................................................................123
504. VFR APPROACH/ DEPARTURE PATHS..........................................................................................123
505. PROTECTION ZONE.........................................................................................................................123
506. WINDSOCK........................................................................................................................................123
507. TAXIWAYS AND TAXI ROUTE........................................................................................................123
508. HELICOPTER PARKING...................................................................................................................124
509. HELIPORT MARKERS AND MARKINGS.......................................................................................124
510. HELIPORT LIGHTING.......................................................................................................................124
511. MARKING AND LIGHTING OF OBSTRUCTIONS........................................................................124
512. SAFETY ENHANCEMENTS.............................................................................................................124
513. VISUAL GLIDESLOPE INDICATORS..............................................................................................124
514. PASSENGER SERVICES....................................................................................................................125
CHAPTER 6. NONPRECISION INSTRUMENT OPERATIONS......................................................................127

600. GENERAL...........................................................................................................................................127
601. IMPROVED LIGHTING SYSTEM....................................................................................................127
602. OBSTACLE EVALUATION SURFACES...........................................................................................127
CHAPTER 7. PRECISION APPROACH OPERATIONS...................................................................................133

700. GENERAL...........................................................................................................................................133
701. FINAL APPROACH REFERENCE AREA (FARA)...........................................................................133
702. LIGHTING REQUIREMENTS...........................................................................................................133
703. OBSTACLE EVALUATION SURFACES...........................................................................................133
CHAPTER 8. HELIPORT GRADIENTS AND PAVEMENT DESIGN..............................................................137

800. GENERAL...........................................................................................................................................137
801. TLOF GRADIENTS............................................................................................................................137
802. FATO GRADIENTS.............................................................................................................................137
803. SAFETY AREA GRADIENTS............................................................................................................137
804. PARKING AREA GRADIENTS..........................................................................................................137
805. TAXIWAY AND TAXI ROUTE GRADIENTS...................................................................................137
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AC 150/5390-2B September 30, 2004
806. DESIGN LOADS.................................................................................................................................137

807. PAVEMENT DESIGN AND SOIL STABILIZATION........................................................................138
APPENDIX 1. HELICOPTER DATA....................................................................................................................141
APPENDIX 2. AVIATION ORGANIZATIONS....................................................................................................147
APPENDIX 3. DIMENSIONS FOR MARKING SIZE AND WEIGHT LIMITATIONS.....................................155
APPENDIX 4. ASSOCIATED PUBLICATIONS..................................................................................................157
APPENDIX 5. ACRONYMS.................................................................................................................................159
LIST OF FIGURES
Figure 1-1. Example of the Required Notice of Heliport Development or Change......................................................9

Figure 1-2. Example of a Heliport Layout Diagram....................................................................................................10
Figure 1-3. Example of a Heliport Location Map........................................................................................................11
Figure 1-4. Rooftop Emergency Landing Site.............................................................................................................12
Figure 1-5. Offsite Development Requiring Notice to the FAA..................................................................................13
Figure 2-1. Essential Features of a General Aviation Heliport: GENERAL AVIATION...........................................31
Figure 2-2. TLOF/FATO/Safety Area Relationships and Minimum Dimensions: GENERAL AVIATION...............32
Figure 2-3. An Elongated FATO with Two Takeoff Positions: GENERAL AVIATION............................................33
Figure 2-4. Elevated Heliport: GENERAL AVIATION.............................................................................................34
Figure 2-5. Additional FATO Length for Heliports at Higher Elevations: GENERAL AVIATION..........................35
Figure 2-6. Non-load-bearing FATO and Safety Area: GENERAL AVIATION........................................................35
Figure 2-7. VFR Heliport Approach/ Departure and Transitional Surfaces: GENERAL AVIATION.......................36
Figure 2-8. VFR PPR Heliport Lateral Extension of the 8:1 Approach/ Departure Surface: GENERAL AVIATION
..............................................................................................................................................................................37
Figure 2-9. Protection Zone: GENERAL AVIATION................................................................................................38
Figure 2-10. Taxiway/Taxi Route Relationship - Paved Taxiway: GENERAL AVIATION......................................39
Figure 2-11. Taxiway/Taxi Route Relationship - Unpaved Taxiway with Raised Edge Markers: GENERAL
AVIATION............................................................................................................................................................40
Figure 2-12. Taxiway/Taxi Route Relationship - Unpaved Taxiway with Flush Edge Markers: GENERAL
AVIATION............................................................................................................................................................41
Figure 2-13. Raised Taxiway Edge Marker: GENERAL AVIATION........................................................................42
Figure 2-14. Parking Area Design - “Turn-around” Parking Positions: GENERAL AVIATION..............................43
Figure 2-15. Parking Area Design - “Taxi-through” Parking Positions: GENERAL AVIATION..............................44
Figure 2-16. Parking Area Design - “Back-out” Parking Positions: GENERAL AVIATION....................................45
Figure 2-17. Parking Position Marking: GENERAL AVIATION..............................................................................46
Figure 2-18. Parking Position Identification, Size and Weight Limitations: GENERAL AVIATION.......................47
Figure 2-19. Paved TLOF/Paved FATO - Marking: GENERAL AVIATION............................................................48
Figure 2-20. Paved TLOF/Unpaved FATO - Marking: GENERAL AVIATION........................................................49
Figure 2-21. Unpaved TLOF/Unpaved FATO - Markings: GENERAL AVIATION..................................................50
Figure 2-22. Standard Heliport Identification Symbol, TLOF Size and Weight Limitations:.....................................51
Figure 2-23. Marking a Closed Heliport: GENERAL AVIATION.............................................................................52
Figure 2-24. Elevated TLOF - Perimeter Lighting: GENERAL AVIATION.............................................................52
Figure 2-25. FATO/TLOF Flush Perimeter Lighting: GENERAL AVIATION..........................................................53
Figure 2-26. TLOF Flush and FATO Raised Perimeter Lighting: GENERAL AVIATION.......................................54
Figure 2-27. Landing Direction Lights: GENERAL AVIATION...............................................................................55
Figure 2-28. Airspace Where Marking and Lighting are Recommended: GENERAL AVIATION...........................56
Figure 2-29. Caution Sign: GENERAL AVIATION...................................................................................................57
Figure 2-30. Visual Glideslope Indicator Siting and Clearance Criteria: GENERAL AVIATION............................58
Figure 3-1. A Typical Transport Heliport: TRANSPORT...........................................................................................71
Figure 3-2. TLOF/FATO/Safety Area Relationships and Minimum Dimensions: TRANSPORT.............................72
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September 30, 2004 AC 150/5390-2B
Figure 3-3. An Elongated FATO/TLOF with Two Takeoff Positions: TRANSPORT................................................73

Figure 3-4. Additional FATO Length for Heliports at Higher Elevations: TRANSPORT.........................................74
Figure 3-5. Non-load-bearing Safety Area: TRANSPORT........................................................................................74
Figure 3-6. VFR Heliport Approach/ Departure and Transitional Surfaces: TRANSPORT......................................75
Figure 3-7. Protection Zone: TRANSPORT...............................................................................................................76
Figure 3-8. Taxiway/Taxi Route Relationship, Centerline and Edge Marking: TRANSPORT..................................77
Figure 3-9. Parking Area Design-“Turn-around” Parking Positions: TRANSPORT.................................................78
Figure 3-10. Parking Position Marking: TRANSPORT.............................................................................................79
Figure 3-11. Parking Area Design-“Taxi-through” Parking Positions: TRANSPORT...............................................80
Figure 3-12. Parking Position Identification, Size and Weight Limitations: TRANSPORT......................................81
Figure 3-13. Paved TLOF/Unpaved FATO – Markings: TRANSPORT....................................................................82
Figure 3-14. Paved TLOF/Paved FATO – Markings: TRANSPORT.........................................................................83
Figure 3-15. Standard Heliport Identification Symbol, TLOF Size, and Weight Limitations: TRANSPORT...........84
Figure 3-16. Marking a Closed Heliport: TRANSPORT............................................................................................85
Figure 3-17. Optional TLOF Lights: TRANSPORT..................................................................................................86
Figure 3-18. FATO and TLOF Flush Perimeter Lighting: TRANSPORT..................................................................87
Figure 3-19. FATO Raised and TLOF Flush Perimeter Lighting: TRANSPORT......................................................88
Figure 3-20. Elevated FATO – Perimeter Lighting: TRANSPORT............................................................................89
Figure 3-21. Landing Direction Lights: TRANSPORT..............................................................................................90
Figure 3-22. Airspace Where Marking and Lighting Are Recommended: TRANSPORT.........................................91
Figure 3-23. Caution Sign: TRANSPORT..................................................................................................................92
Figure 3-24. Visual Glideslope Indicator (VGI) Siting and Clearance Criteria: TRANSPORT................................93
Figure 4-1 Essential Elements of a Ground-level Hospital Heliport: HOSPITAL...................................................105
Figure 4-2. TLOF/FATO/Safety Area Relationships and Minimum Dimensions: HOSPITAL...............................106
Figure 4-3. An Elongated FATO/TLOF with Two Takeoff Positions: HOSPITAL..................................................107
Figure 4-4. Elevated TLOF, Safety Net and Lighting: HOSPITAL.........................................................................108
Figure 4-5. A Rooftop Hospital Heliport: HOSPITAL.............................................................................................109
Figure 4-6. VFR Heliport Approach/ Departure and Transitional Surfaces: HOSPITAL........................................110
Figure 4-7. VFR Heliport Lateral Extension of the 1:8 Approach/ Departure Surface: HOSPITAL.......................111
Figure 4-8. Paved TLOF/Unpaved FATO – Markings: HOSPITAL.........................................................................112
Figure 4-9. Paved TLOF/Paved FATO – Markings: HOSPITAL.............................................................................113
Figure 4-10a. Standard Hospital Heliport Identification Symbols: HOSPITAL......................................................114
Figure 4-10b. Alternative Hospital Heliport Identification Symbols: HOSPITAL...................................................115
Figure 4-11. Marking a Closed Heliport: HOSPITAL..............................................................................................116
Figure 4-12. TLOF Size and Weight Limitations: HOSPITAL................................................................................117
Figure 4-13. Flush FATO and TLOF Perimeter Lighting: HOSPITAL....................................................................118
Figure 4-14. Flush TLOF and Raised FATO Perimeter Lighting: HOSPITAL........................................................119
Figure 4-15. Landing Direction Lights: HOSPITAL................................................................................................120
Figure 4-16. Airspace Where Marking and Lighting Are Recommended: HOSPITAL...........................................121
Figure 4-17. Caution Sign: HOSPITAL....................................................................................................................122
Figure 5-1. A Heliport Located on an Airport: ON AIRPORT.................................................................................126
Figure 6-1. Heliport Instrument Lighting System (HILS): NONPRECISION.........................................................129
Figure 6-2. Non-precision Approach/ Departure Surfaces – Final Approach Segment: NONPRECISION............130
Figure 6-3. Non-precision Approach/ Departure Surfaces – Visual Segment: NONPRECISION...........................131
Figure 7-1. FARA/FATO Relationship: PRECISION...............................................................................................135
Figure 7-2. HALS Lighting System: PRECISION...................................................................................................135
Figure 7-3. Precision Approach/ Departure Surfaces: PRECISION.........................................................................136
Figure 8-1. Heliport Grades and Rapid Runoff Shoulder: GRADIENTS AND PAVEMENT.................................139
Figure 8-2. Helicopter Landing Gear Loading: GRADIENTS AND PAVEMENT.................................................140
Figure A1- 1. Helicopter Dimensions.........................................................................................142
Figure A3- 1. Form and Proportions of 3 foot (0.9 m) Numbers for Marking Size and Weight Limitations............155
Figure A3- 2. Form and Proportions of 5 foot (1.5 m) Numbers for Marking Size and Weight Limitations............156
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AC 150/5390-2B September 30, 2004
LIST OF TABLES
Table 2-1. Minimum VFR Safety Area Width as a Function of General Aviation and PPR Heliport Markings.........29
Table 2-2. Taxiway / Taxi Route Dimensions – General Aviation Heliports...............................................................30
Table 3-1. Taxiway and Taxi Route Dimensions – Transport Heliports......................................................................70
Table 4-1. Minimum VFR Safety Area Width as a Function Hospital Heliport Markings........................................104
Table 5-1. Recommended Distance Between FATO Center to Runway Centerline for VFR
Operations.............................................................................................................................126
Table A1-1. Legend for Figure A1-1 and Table A1-2................................................................................................141
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September 30, 2004 AC 150/5390-2B
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AC 150/5390-2B September 30, 2004
INTRODUCTION
100.GENERAL. This chapter provides an corporations, and helicopter air taxi operators.
explanation of terms used in this AC, describes the Scheduled passenger services may be available.
notification responsibilities of heliport proponents to
FAA, state and local officials, provides general siting h. Ground Taxi. The surface movement of a
guidance, and identifies sources of technical wheeled helicopter under its own power with wheels
information relating to heliport planning and design touching the ground.
of a civil heliport.
i. Hazard to Air Navigation. Any object
101.EXPLANATION OF TERMS. The having a substantial adverse effect upon the safe and
Pilot/Controller Glossary of the Aeronautical efficient use of the navigable airspace by aircraft,
Information Manual (AIM) defines terms used in the upon the operation of air navigation facilities, or
Air Traffic System. Copies of the AIM are available upon existing or planned airport/heliport capacity.
from the FAA web site:
http://faa.gov/atpubs/AIM/index.htm NOTE: Obstructions to air navigation are presumed
and the Superintendent of Documents, U.S. to be hazards to air navigation until an FAA study
Government Printing Office, Washington, DC 20402. determines otherwise.
Other terms used in this publication follow:
j. Helipoint. The aiming point for the final
a. Approach/ Departure Path. The flight approach course. It is normally the center point of
track helicopters follow when landing at or departing the touchdown and lift-off area (TLOF).
from a heliport.
k. Heliport. The area of land, water or a
b. Design Helicopter. A generic helicopter structure used or intended to be used for the landing
that reflects the maximum weight, maximum contact and takeoff of helicopters, together with appurtenant
load/minimum contact area, overall length, rotor buildings and facilities.
diameter, etc. of all helicopters expected to operate at
the heliport. l. Heliport Elevation. At a heliport with a
precision approach, the heliport elevation is the
c. Elevated Heliport. A heliport located on a highest point of the FARA expressed as the distance
rooftop or some other elevated structure where the above mean sea level. At a heliport without a
touchdown and liftoff area (TLOF) is at least 30 precision approach, the heliport elevation is the
inches (76 cm) above ground level. highest point of the FATO expressed as the distance
above mean sea level.
d. Emergency Evacuation Facility. A clear
area on a roof of a tall building, that is not intended to m. Heliport Imaginary Surfaces. The
function as a heliport, yet is capable of imaginary planes, centered about the FATO and the
accommodating helicopters engaged in fire fighting approach/ departure paths, which identify the objects
and/or emergency evacuation operations. to be evaluated to determine whether the objects
should be removed, lowered, and/or marked and
e. Final Approach and Takeoff Area lighted – or the approach/ departure paths realigned.
(FATO). A defined area over which the final phase
of the approach to a hover, or a landing is completed n. Heliport Layout Plan (HLP). The plan of
and from which the takeoff is initiated. a heliport showing the layout of existing and
proposed heliport facilities.
f. Final Approach Reference Area (FARA).
An obstacle-free area with its center aligned on the o. Heliport Reference Point (HRP). The
final approach course. It is located at the end of a geographic position of the heliport expressed as the
precision instrument FATO. latitude and longitude at:
g. General Aviation (GA) Heliport. A GA

heliport intended to accommodate individuals,
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September 30, 2004 AC 150/5390-2B
(1) The center of the FATO, or the centroid w. Overall Length (OL). The distance from
of multiple FATOs, for heliports having visual and the tip of the main or forward rotor to the tip of the
non-precision instrument approach procedures; or tail rotor or fin. This measurement is made with the
rotors at their maximum extension.
(2) The center of the FARA when the
heliport has a precision instrument procedure. x. Parking Pad. The paved center portion of a
parking position.
p. Helistop. A minimally developed helicopter
facility for boarding and discharging passengers or y. Prior Permission Required (PPR)
cargo. The heliport/ helistop relationship is Heliport. A heliport developed for exclusive use of
comparable to a bus terminal–bus stop relationship the owner and persons authorized by the owner.
with respect to the extent of services provided or
expected. NOTE: The heliport owner and operator should
ensure that all pilots are thoroughly knowledgeable
NOTE: The heliport design recommendations and with the heliport (including such features as
standards in this AC are equally applicable to approach/ departure path characteristics, preferred
helistops. heading, facility limitations, lighting, obstacles in the
area, size of the facility, etc.).
q. Hospital Heliport. A heliport limited to
serving helicopters engaged in air ambulance, or z. Protection Zone. An area off the end of the
other hospital related functions. FATO and under the approach/ departure path
intended to enhance the protection of people and
NOTE: A designated helicopter landing area property on the ground.
located at a hospital or medical facility is a heliport
aa. Public Use Heliport. A heliport available
and not a medical emergency site.
for use by the general public without a requirement
for prior approval of the owner or operator.
r. Hover Taxi. The movement of a wheeled or
skid-equipped helicopter above the surface.
bb. Rotor Downwash. The volume of air
Generally, this takes place at a wheel/skid height of
moved downward by the action of the rotating main
1 to 5 feet (0.3 to 1.5 m) and at a ground speed of less
rotor blades. When this air strikes the ground or
than 20 knots (37 km/h). For facility design
some other surface, it causes a turbulent outflow of
purposes, a skid-equipped helicopter is assumed to
air from beneath the helicopter.
hover-taxi.
cc. Safety Area. A defined area on a heliport
s. Landing Position. A load-bearing,
surrounding the FATO intended to reduce the risk of
generally paved area, normally located in the center
damage to helicopters accidentally diverging from the
of an extended TLOF, on which the helicopter lands.
FATO. This area should be free of objects, other than
those frangible mounted objects required for air
t. Medical Emergency Site. An unprepared
navigation purposes.
site at or near the scene of an accident or similar
medical emergency on which a helicopter may land
dd. Shielded Obstruction. A proposed or
to pick up a patient in order to provide emergency
existing obstruction that does NOT need to be
medical transport.
marked or lighted due to its close proximity to
another obstruction whose highest point is at the
u. Missed Approach Point. A fly-over
same or higher elevation.
waypoint that marks the end of the final approach
segment and the beginning of the missed approach
ee. Shoulder Line. A marking line
segment of an instrument approach.
perpendicular to a helicopter parking position
centerline that is intended to provide the pilot with a
v. Obstruction to Air Navigation. Any fixed
visual cue to assist in parking.
or mobile object, including a parked helicopter, of
greater height than any of the heights or surfaces
ff. Takeoff Position. A load bearing, generally
presented in Subpart C of the Code of Federal
paved area, normally located on the centerline and at
Regulations (14 CFR), Part 77 (see also
the ends of an extended Touchdown and Liftoff Area
paragraphs 108 and 211 below).
(TLOF), from which the helicopter takes off.
2
AC 150/5390-2B September 30, 2004
Typically, there are two such positions on an shall consider the following matters, among others, as
extended TLOF, one at each end. being in the public interest:
gg. Taxi Route. A taxi route is a defined and a. assigning, maintaining, and enhancing safety
obstruction-free corridor established for the and security as the highest priorities in air commerce.
movement of helicopters from one part of a
heliport/airport to another. A taxi route includes the b. regulating air commerce in a way that best
taxiway plus the appropriate clearances on both sides. promotes safety and fulfills national defense
requirements.
hh. Taxiways. A taxiway is the central portion
of a taxi route. This AC defines two types of c. encouraging and developing civil
helicopter taxiways: aeronautics, including new aviation technology.
(1) Ground Taxiway. A ground taxiway is an d. controlling the use of the navigable airspace
obstruction-free corridor intended to permit the and regulating civil and military operations in that
surface movement of a wheeled helicopter under its airspace in the interest of the safety and efficiency of
own power with wheels on the ground. both of those operations.
NOTE: The minimum dimensions defined for a e. consolidating research and development for
ground taxiway may NOT be adequate for use by air navigation facilities and the installation and
skid-equipped helicopters or for hover taxi use by operation of those facilities.
wheeled helicopters.
f. developing and operating a common system
(2) Hover Taxiway. A hover taxiway is an of air traffic control and navigation for military and
obstruction-free corridor intended to permit the hover civil aircraft.
taxiing of a helicopter. [In Annex 14 - Aerodromes,
to the Convention on International Civil Aviation g. providing assistance to law enforcement
(ICAO) uses the term Air Taxiway to describe a very agencies in the enforcement of laws related to
similar heliport component.] regulation of controlled substances, the extent
consistent with aviation safety.
ii. Touchdown and Lift-off Area (TLOF). A
load bearing, generally paved area, normally centered 103.SELECTION OF APPROACH/
in the FATO, on which the helicopter lands or takes DEPARTURE PATHS. Heliports should be
off. designed so pilots can choose the safest approach/
departure path.
jj. Transport Heliport. A heliport intended to
accommodate air carrier operators providing a. Consideration of wind. Approach/
scheduled or unscheduled service with large departure paths should permit pilots to avoid
helicopters. downwind conditions and minimize crosswind
operations. The preferred flight approach/ departure
kk. Unshielded Obstruction. A proposed or path should, to the extent feasible, be aligned with the
existing obstruction that may need to be marked or predominate wind direction. Other approach/
lighted since it is NOT in close proximity to another departure paths should be based on the assessment of
marked and lighted obstruction whose highest point the prevailing winds or when this information is not
is at the same or higher elevation. available the separation between such flight paths and
the preferred flight path should be at least 135
ll. Visual Segment Reference Line. A line degrees.
measured perpendicular to the final course at a
distance of 75 feet (22.9 m) from the helipoint. It b. Consideration of Obstructions. In
extends 75 feet (22.9 m) on each side of the final determining approach/ departure paths it will also be
course centerline. necessary to take into account the obstructions in the
vicinity of the heliport and in particular those likely
102.BASIS. This AC implements the objectives set to be a hazard to air navigation (see Paragraph 107).
forth in Section 40101 of Title 49 United States Code
(USC). The statute states, in part: Safety
Considerations in Public Interest… the Administrator
3
September 30, 2004 AC 150/5390-2B
c. Environmental Considerations. In
environmentally sensitive areas, the final selection of NOTE: The latitude and longitude of the proposed
the approach/ departure path(s) should minimize any heliport should be stated in North American Datum of
environmental impact, providing it does not decrease 1983 (NAD-83) coordinates. Surveying tolerances
flight safety. (See also Paragraph 111.) should be in accordance with FAA Standard 405,
Standards for Aeronautical Surveys and Related
104.PROPONENT RESPONSIBILITIES FOR Products. The National Geodetic Survey web site is
FEDERAL AVIATION ADMINISTRATION http://www.ngs.noaa.gov.
(FAA) NOTIFICATION OF HELIPORT
DEVELOPMENT OR CHANGES. 14 CFR c. The FAA Role. The FAA has diverse roles
Part 157; Notice of Construction, Activation, and in the planning, design, and development of a
Deactivation of Airports; requires persons proposing heliport. These include: planning recommendations,
to construct, activate, or deactivate a heliport to give publishing design criteria, reviewing aeronautical
advance notice of their intent to the FAA. Notice is studies and environmental assessments, and financial
also required prior to changing the size or number of assistance to eligible sponsors of public use facilities.
Final Approach and Takeoff Areas (FATOs); adding,
deleting, or changing an approach or departure route; The FAA evaluates the proposed heliport for any:
or changing heliport status. An example of a heliport
status change would be a change from private to (1) impact upon the safe and efficient use of
public use or vice versa. navigable airspace,
a. Proponent Notice Responsibilities. (2) impact upon the operation of air

Part 157 requires heliport and airport proponents to navigation facilities,
notify the appropriate FAA Airport District/Field
Office or Regional Office at least 90 days before (3) impact on existing or potential heliport
construction, alteration, deactivation, or the date of the capacity, and
proposed change in use. In an emergency involving
essential public service, health, or safety, or when (4) impact on the safety of persons and
delay would result in a unreasonable hardship, a property on the ground.
proponent may notify the appropriate FAA Airport
District/Field Office or Regional Office by telephone The FAA notifies proponents of the results of the FAA
or other expeditious means and submit Form 7480-1, evaluation.
Notice of Landing Area Proposal, within 5 days.
Appendix 2 lists of the FAA Regional Offices. d. Penalty for Failure to Provide Notice.
Persons who fail to give notice are subject to civil
b. FAA Notification. Heliport proponents penalty under 49 CFR 46301.
should complete FAA Form 7480-1 (Figure 1-1), a
heliport layout diagram (Figure 1-2), and a heliport e. Notice Exemptions. Paragraph 157.1,
location map (Figure 1-3). FAA Form 7480-1 is from Applicability, of Part 157 exempts sites meeting one
the FAA web site http://faa.gov/arp/. The FAA web of the conditions under (1), (2), and (3) below from
site http://faa.gov/arp/ lists office addresses for FAA the requirement to submit notice. However, these
Airport District/Field Office or Regional Offices. exemptions do not negate a notice or formal approval
requirement prescribed by state law or local
(1) The heliport layout diagram should be ordinance.
drawn to scale showing key dimensions, such as the
Touchdown and Liftoff Area (TLOF) size, FATO size, (1) A heliport subject to conditions of a
Safety Area size, distance from Safety Area perimeter Federal agreement that requires an approved current
to property edges, and approach/ departure paths in heliport layout plan to be on file with the FAA.
relation to buildings, trees, fences, power lines, and (2) A heliport at which flight operations
other significant features. will be conducted under visual flight rules (VFR) and
that is used or intended to be used for a period of less
(2) The preferred type of location is the 7.5- than 30 consecutive days with no more than
minute U.S. Geological Survey Quadrangle Map. The 10 operations per day.
map should show the location of the heliport site and
the approach/ departure paths. On this map, an arrow (3) The intermittent use of a site that is not
should point out the heliport site. an established airport, that is used or intended to be
4
AC 150/5390-2B September 30, 2004
used for less than 1 year, and at which flight approach. Weight limitations should be stated in
operations will be conducted only under VFR. For units of 1,000 pounds as illustrated in Figure 1-4. (A
the purpose of this part, "intermittent use of a site" 9 indicates a weight-carrying capability of up to
means: 9,000 pounds. Metric equivalents should NOT be
used for this purpose. Appendix 3 shows the form
(a) the site is used or is intended to be
and proportions for the layout of these numbers.) To
used for no more than 3 days in any one week and
assure early recognition of a weight limit, the
(b) no more than 10 operations will be numeral(s) should be a minimum of 5 feet (1.52 m)
conducted in any one day at that site." high.
NOTE: For the purposes of applying the Part 157 106.MEDICAL EMERGENCY SITES. Medical
exemption criteria cited in (2) and (3) above, a emergency sites are clear and level areas at or near
landing and associated takeoff is considered to be the scene of an accident or incident that have been
one operation. selected or designated by the local emergency
response team as the place where the helicopter air
105.ROOFTOP EMERGENCY FACILITIES. To ambulance is directed to land in order to transport an
facilitate fire fighting or emergency evacuation injured person to a hospital.
operations, local building codes may require
structures over a specified height to provide a clear a. FAA Notification is Not Required.
area on the roof capable of accommodating a Because of their transitory nature, medical emergency
helicopter. Since the cleared area is not intended to sites are not heliports, and submission of FAA Form
function as a heliport, there is no requirement to 7480-1 is not required. Proponents of predesignated
submit an FAA Form 7480-1. As in the case of emergency landing sites should coordinate their
medical emergency sites, proponents of emergency emergency plan with the local ATCT. This
evacuation facilities should advise the local Air coordination is especially important if a site(s) may
Traffic Control Tower (ATCT) of the facility. be used under conditions of low visibility and/or use
of the site(s) would require Air Traffic Control (ATC)
The landing surface should be developed to the local clearance.
fire department requirements based on the size and
weight of the helicopter(s) expected to engage in fire b. Marking/Lighting. Depending upon the
or rescue operations (see Figure 1-4). Refer to level of training of the local accident or emergency
Chapter 4, Hospital Heliports to additional guidance response teams and agreements with the local air
for planning and constructing rooftop emergency ambulance operators, medical emergency landing
facilities. sites may be identified with flags, markers, lights,
flares, etc. Lights should be provided for night
The following markings are recommended to identify operations.
the limits of the landing area and to alert the pilot to
any weight limitation. Arrow(s) may be used to c. Landing Discretion. All landings at a
indicate the preferred direction of approach. medical emergency site are made at the pilot's
Markings should be in a color (red or orange is discretion after assessing the urgency for air transport
suggested) that provides the greatest possible contrast against the performance capability of the helicopter,
to the roof coloration. the pilot’s ability and experience, and the limitations
and/or constraints of the site.
(1) Perimeter Marking. A solid 12-inch
wide (30 cm) wide red or orange line should define d. Pre-designation of Medical Emergency
the limits of the touchdown pad as illustrated in Sites. When there are regular accidents or incidents
Figure 1-4. For safe operation, clearance is required in a given area, medical emergency sites should be
between the helicopter’s main and tail rotor blades predesignated. This provides the opportunity to
and any object that could be struck by these blades. inspect potential sites in advance and to select sites
This clearance should be one third of the rotor that have adequate clear approach/ departure airspace
diameter (RD) of the largest helicopter expected but and adequate clear ground space.
not less than 20 feet (6.1 m).
107.HAZARDS TO AIR NAVIGATION. 14 CFR
(2) Weight Limitation. Any limitation on Part 77, Objects Affecting Navigable Airspace,
allowable weight should be placed in the center of the establishes standards for determining obstructions to
circle as viewed from the preferred direction of navigable airspace and provides for aeronautical
5
September 30, 2004 AC 150/5390-2B
studies of such obstructions to determine their effect a. FAA Notice is Required. Notification of
on the safe and efficient use of airspace. These the proposal should be made on FAA Form 7460-1,
standards serve to provide some protection from Notice of Proposed Construction or Alteration,
obstacle encroachment for a heliport available for available from the Airports web site
public use or a planned or proposed heliport that will http://faa.gov/arp/forms/. The proposed construction
be available for public use. Public agencies are or alteration of structures or objects in the vicinity of
encouraged to enact zoning ordinances to prevent a heliport requiring notice to the FAA includes:
man-made features from becoming hazards to
(1) Any construction or alteration of more
navigation.
than 200 feet (61 m) above ground level (AGL) at its
site.
108.FAA STUDY OF EXISTING POTENTIAL
HAZARDS TO AIR NAVIGATION. Existing
(2) Any construction or alteration of greater
objects that are obstructions to air navigation are
height than an imaginary surface located within
presumed to be hazards until an FAA study
5,000 feet (1,524 m) of a public-use or military
determines otherwise.
heliport and penetrate a 25:1 sloping surface
extending outward and upward originating at the
a. FAA Study. Aeronautical studies of existing
heliport as illustrated in Figure 1-5.
objects are conducted when deemed necessary by the
FAA to determine the physical and electromagnetic
(3) When the FAA requests notice.
effect on the use of navigable airspace and air
navigational facilities. Aeronautical studies of
b. Penalty for Failure to Provide Notice.
existing objects may be initiated as a result of
Persons, who knowingly and willingly, violate the
information received or a situation observed.
notice requirements of Part 77 are subject to a civil
penalty pursuant to 49 USC Section 46301(a).
b. Mitigating Adverse Effects. The adverse
effect of an object presumed or determined to be a
c. FAA Aeronautical Study. Information on
hazard to air navigation may be mitigated by:
the FAA's role in conducting an aeronautical study of
off-heliport construction is found in AC 70/7460-2,
(1) Removing the object.
Proposed Construction or Alteration of Objects that
May Affect the Navigable Airspace. At its discretion,
(2) Altering the object, e.g. reducing its
the FAA also may choose to study a proposed
height.
structure that the FAA believes may pose a hazard to
navigation. In most cases, wires and their supporting
(3) Marking and/or lighting the object,
structures fall into this discretionary category of
provided an FAA aeronautical study has determined
structures less than 200 feet (61 m) AGL.
that the object would not be a hazard to air navigation
if it were marked and lighted. Guidance on marking
d. FAA Determination. The FAA summarizes
and lighting objects is contained in AC 70/7460-1,
the findings of an aeronautical study in a
Obstruction Marking and Lighting.
determination of HAZARD or NO HAZARD that is
issued to the proponent. An FAA determination
109.PROPONENT RESPONSIBILITIES TO
discusses the aeronautical impact of the proposed
NOTIFYING THE FAA OF PROPOSED
construction or alteration on the use of navigable
CONSTRUCTION OF OBJECTS AFFECTING
airspace. The FAA does not have authority to
NAVIGABLE AIRSPACE. 14 CFR Part 77, Objects
approve or disapprove the construction of a proposed
Affecting Navigable Airspace, requires persons
structure that would be a possible hazard to air
proposing any construction or alteration described in
navigation, but the FAA's recommendations on the
Section 77.13 (a) to give 30-day notice to the FAA of
subject are not easily dismissed by proponents
their intent. Part 77 also specifies standards for
because of potential liability.
determining obstructions to air navigation and
provides for FAA aeronautical studies of obstructions
(1) An FAA marking-and-lighting
to determine their effect on the safe and efficient use
recommendation may be incorporated into a
of airspace. AC 70/7460-2 Proposed Construction or
determination of NO HAZARD and, if included, is
Alteration of Objects That May Affect Navigable
considered to be a condition to that determination.
Airspace.
6
AC 150/5390-2B September 30, 2004
(2) The FAA also provides copies of participation in the planning process. An opportunity
determinations to state and local aviation agencies for a public hearing may be required for the Federally
and airport authorities. funded development of, or significant improvement
to, an existing heliport.
(3) When the study involves a proposal for
which a Federal Communications Commission (FCC) b. Guidance. The most current version of
construction permit is required, then the FAA FAA Order 5050.4, Airport Environmental
provides the FCC with a copy of the determination. Handbook, and FAA Order 1050.1, Polices and
Procedures for Considering Environmental Impacts,
e. Heliport Development Plans. Future and other supplemental guidance from FAA Air
heliport development plans and feasibility studies on Traffic and Flight Standards provide guidance on
file with the FAA may influence the determinations environmental impact analysis is available at
resulting from 14 CFR Part 77 studies. To assure full http://faa.gov/arp/. State and local governments,
consideration of future heliport development in Part 77 including metropolitan planning organizations and
studies, heliport owners may wish to have their plans local transit agencies, should be contacted directly as
on file with the FAA. Heliport plan data should they may also require an environmental report. The
include planned FATO(s) coordinates and elevation(s), procedures in AC 150/5020-1. Noise Control and
approach/ departure paths including their azimuths, Compatibility Planning for Airports, describe a
and type(s) of approach(es) for any new FATO or means of assessing the noise impact. AC 150/5020-1
modification of existing FATO. Plans may be filed is available at the Airports web site
with the FAA Regional Airport Division. (See App. 2 http://faa.gov/arp/. Contact the FAA Office of
for addresses.) Environment and Energy for current information
related to assessing noise impact of heliports.
110. FEDERAL ASSISTANCE. The FAA Proponents of non-Federally assisted heliports are
administers a grant program that provides financial encouraged to work closely with local governmental
assistance to eligible sponsors to develop a public use authorities concerning environmental issues.
heliport. Information on Federal aid program
eligibility requirements is available in FAA Regional 112. ACCESS TO HELIPORTS BY
and Airport District Offices. Addresses of Regional INDIVIDUALS WITH DISABILITIES. Congress
offices are listed in Appendix 2. has passed various laws concerning access to airports.
Since heliports are a type of airport, these laws are
111. ENVIRONMENTAL IMPACT ANALYSES. similarly applicable. Guidance is contained in
The National Environmental Policy Act of 1969 AC 150/5360-14, Access to Airports by Individuals
requires consideration of potential environmental with Disabilities, and is available at the Airports web
impacts prior to agency decision making, including, site http://faa.gov/arp. The AC applies to airports
for example, the decision to fund or approve a operated by public entities and those receiving
project, plan, license, permit, certification, Federal financial assistance. Paragraph 522 discusses
rulemaking, or operations specifications, unless these the general applicability of transportation
actions are within an existing categorical exclusion requirements to public entities, private entities, and
and no extraordinary circumstances exist. Actions employers providing transportation solely for their
that may require an environmental assessment are own employees.
normally associated with Federal grants or heliport
layout plan approvals leading to the construction of a 113. STATE ROLE. Many state departments of
new heliport or significant expansion of an existing transportation, aeronautical commissions, or similar
heliport. authorities, require prior approval and, in some
instances, a license for the establishment and
a. Assessment Items. An environmental operation of a heliport. Several states administer a
assessment should address noise, historic and cultural financial assistance program similar to the Federal
resources, wildlife, energy conservation, land usage, program and are staffed to provide technical advice.
air quality, water quality, pollution prevention, light Heliport proponents are encouraged to contact their
emissions and other visual impacts, electromagnetic respective state aeronautics commissions or
fields, other public health and safety issues, the no departments for particulars on licensing and
action alternative and a reasonable range of feasible assistance programs. Appendix 2 lists addresses for
alternatives, including mitigation not integrated into state aviation offices.
the alternative initially. It should also describe the
action taken to ensure public involvement and citizen
7
September 30, 2004 AC 150/5390-2B
114. LOCAL ROLE. Some communities have

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

MATERIAL. The list of related/referenced
publications is provided in Appendix 4.
8
Figure 1-1. Example of the Required Notice of Heliport Development or Change
Main Avenue
Auto Parking
City Property
Office
Property Line
Landing Direction Lights City Property
Future Helicopter Parking

In-Ground FATO
Safety Area Edge Markers
Flush TLOF Perimeter Lights
TLOF Approach/Departure Path

Approach/Departure Path
Property Line
FATO Lights
Note: Layout diagrams should be drawn to scale with key dimensions

shown such as TLOF size, FATO size, Safety Area size, distances from
safety area perimeter to property edges, etc.
Figure 1-2. Example of a Heliport Layout Diagram

Figure 1-3. Example of a Heliport Location Map
Red/Orange Painted
Circle and Perimeter
Marking
Optional Windsock
Notes:
Weight limitation
of 9,000 pounds shown
in the center of circle
Roof Surfaces should

be free of loose gravel
Post at personnel entrance
Caution Helicopter
Landing Area
Authorized
Personnel Only
Figure 1-4. Rooftop Emergency Landing Site

NOTES:
1. Building is less than 200 feet (61m) in height, but top will penetrate the 25:1 surface. [Notice is required by 14
CFR PART 77 Subpart B 77.13 (a)(2)(iii).]
2. Antenna is over 200 feet (61m) in height. [Notice is required by 14 CFR PART 77.13(a)(1).] Antenna less than
200 feet (61m) in height, which penetrates the 25:1 surface. [Notice is required by 14 CFR PART 77.13(a)(2)
(iii).]
3. Construction crane penetrates 25:1 surface. [Notice is required by 14 CFR PART 77.13 (a)(2)(iii).]
4. Building less than 200 feet (61m) in height and does not penetrate 25:1 surface. [Notice is not required.]
5. Building is more than 5,000 feet (1524 m) from heliport. [Notice is required if building will be 200 feet (61 m)
or more in height.]
Figure 1-5. Offsite Development Requiring Notice to the FAA

GENERAL AVIATION HELIPORTS
200.GENERAL. A General Aviation (GA) heliport heliport design recommendation. The heliport owner
accommodates helicopters used by individuals, or operator should ensure that all pilots using the
corporations, and helicopter air taxi services. This facility are thoroughly knowledgeable of any such
chapter contains standards and recommendations for situations at the heliport and of the alternative means
designing such a facility. Figure 2-1 illustrates the that are being used to ensure the safety and security
essential features of a general aviation heliport. of the facility.
The heliport consists of a touchdown and lift-off area NOTE: To the extent that it is feasible and practical
(TLOF) surrounded by a final approach and takeoff to do so, the standards and recommendations in this
area (FATO). A safety area is provided around the AC should be used in planning and designing
FATO. Table 2-1 shows how the minimum improvements to an existing heliport when significant
recommended Safety Area width varies as a function expansion or reconstruction is undertaken.
of heliport markings. Furthermore, existing PPR heliports may continue to
follow the recommendations and standards
The relationship of the TLOF to the FATO and the applicable at the time of design.
Safety Area is shown in Figure 2-2. A FATO may
NOT contain more than one TLOF. NOTE: If tilt rotor operations are contemplated,
criteria in AC 150/5390-3, Vertiport Design, are
Appropriate approach/ departure airspace to allow applicable.
safe approaches to and departures from landing sites
is required. See Paragraph 204. To the extent 201.TOUCHDOWN AND LIFT-OFF AREA
feasible, the preferred approach/ departure path (TLOF).
should be aligned with the predominate winds.
a. TLOF Location. The TLOF of a GA
NOTE: The design recommendations given in this heliport may be at ground level, on an elevated
Chapter are based on the presumption that there will structure, or at rooftop level. The TLOF is normally
never be more than one helicopter within the FATO centered within the final approach and takeoff area
and the associated safety area. If there is a need for (FATO).
more than one TLOF at a heliport, each TLOF
should be located within its own FATO and within its b. TLOF Size.
own Safety Area.
(1) Ground-level TLOF. For ground-level
a. Property Requirements. The property heliports, the minimum TLOF dimension (length,
needed for a GA heliport depends upon the volume width, or diameter) should be 1.0 times the rotor
and types of users and the scope of amenities diameter (RD) of the design helicopter. At PPR
provided. Property requirements for helicopter facilities, if only a portion of the TLOF is paved, the
operators and for passenger amenities frequently minimum length and width of this paved portion
exceed that required for “airside” purposes. should be not less than two times the maximum
dimension (length or width) of the undercarriage of
b. Ownership. While GA heliports may be the design helicopter. The center of this paved
publicly owned, this is not required. Most GA portion of the TLOF should be the center of the
heliports are privately owned. TLOF. To avoid the risk of catching a skid, and the
potential for a dynamic rollover, there should be no
c. Heliport Site Selection. Public agencies difference in elevation between the paved and
and others planning to develop a GA heliport are unpaved portions of the TLOF.
encouraged to select a site capable of supporting both
instrument operations and future expansion. (2) Elevated General Aviation Heliport.
For a rooftop or otherwise elevated heliport, the
d. Prior Permission Required (PPR) minimum TLOF dimension should be equivalent to
Facilities. In a number of places this chapter states 1.0 RD of the design helicopter. If the FATO outside
that PPR heliports need not meet a particular GA the TLOF is non-load-bearing, the minimum width,
15
length or diameter should be increased to 1-times the [Exception: This does not apply to frangibly
overall length of the design helicopter. See paragraph mounted objects that, due to their function, must be
202c(1). located within the Safety Area (see paragraph 203d).]
(3) Elevated PPR Heliports. At PPR (2) Obstructions. Elevator penthouses,

rooftop or otherwise elevated facilities the TLOF can cooling towers, exhaust vents, fresh-air vents, and
be a minimum of two times the maximum dimension other raised features can impact heliport operations.
(length or width) of the undercarriage of the design Helicopter exhaust can impact building air quality if
helicopter, if a solid surrounding area the size of the the heliport is too close to fresh-air vents. These
rotor diameter of the design helicopter is able to issues should be resolved during facility design. In
support 20 lbs/ft2 live load (98 kg/m2), and the addition, control mechanisms should be established
height of the TLOF surface above the surrounding to ensure that obstruction hazards are not installed
area is no greater than 30 inches (76cm). The center after the heliport is operational.
of this load bearing portion of the TLOF should be
the center of the FATO/TLOF. If there is a difference (3) TLOF Surface Characteristics. Rooftop
in elevation between the surrounding area and the and other elevated heliport TLOFs should be
TLOF, the perimeter of the TLOF should be marked constructed of metal or concrete (or other materials
in accordance with paragraph 209a. subject to local building codes). TLOF surfaces
should have a broomed pavement or other roughened
(4) Elongated TLOF. An elongated TLOF finish that provides a skid-resistant surface for
can provide an increased safety margin and greater helicopters and non-slippery footing for people.
operational flexibility. An elongated TLOF may
contain a landing position located in the center and (4) Safety Net. When the TLOF is on a
two takeoff positions located at either end as platform elevated more than 30 inches (76 cm) above
illustrated in Figure 2-3. The landing position should its surroundings, a safety net, not less than 5 feet
have a minimum length equal to the rotor diameter of (1.5 m) wide, should be provided. A railing or fence
the design helicopter. should not be used since it would be a safety hazard
during helicopter operations. The safety net should
NOTE: If an elongated TLOF is provided an have a load carrying capability of 25 lbs/ft2
elongated FATO will also be required. See Figure (122 kg/m2). The net, as illustrated in Figure 2-24,
2-3. should not project above the level of the TLOF. Both
the inside and outside edges of the safety net should
c. Ground-level TLOF Surface be fastened to a solid structure.
Characteristics. The entire TLOF should be load
bearing, either a paved surface or aggregate turf (see NOTE: Designers should consider state and local
AC 150/5370-10. Item P-217). The TLOF and any regulations when determining the width required for
supporting TLOF structure should be designed for the the safety net.
dynamic loads of the design helicopter described in
paragraph 806b. Portland Cement Concrete (PCC) is (5) Access to Elevated TLOFs. The
recommended for ground-level facilities. An asphalt Occupational Safety and Health Administration
surface is “less desirable” for heliports as it may rut (OSHA) requires two separate access points for an
under the wheels or skids of a parked helicopter. This elevated structure such as an elevated TLOF. If stairs
has been a factor in some rollover accidents. are used, they should be built in compliance with
Pavements should have a broomed or other regulation 29 CFR 1910.24. When ramps are
roughened finish that provides a skid-resistant surface required, they should be built in compliance with
for helicopters and non-slippery footing for people. Appendix A of 49 CFR Part 37, Section 4.8 and state
and local requirements. The ramp surface should
d. Rooftop and Other Elevated TLOFs. provide a slip-resistant surface. The slope of the
Elevated TLOFs and any TLOF supporting structure ramp should be no steeper than 12:1 (12 units
should be capable of supporting the dynamic loads of horizontal in 1 unit vertical). The width of the ramp
the design helicopter described in paragraph 806b. should be not less than 4 feet (1.2 m) wide. Inside
An elevated heliport is illustrated in Figure 2-4. the FATO and safety area, any handrails should not
extend above the elevation of the TLOF. Where a
(1) Elevation. The TLOF should be handrail complying with Appendix A of 49 CFR 37,
elevated above the level of any obstacle in the FATO Section 4.8, is not provided, other means should be
and Safety Area that can not be removed. provide to protect personnel from fall hazards.
16
(6) Access by Individuals with Disabilities. (1) Elevated Heliports. There are some
Heliports operated by public entities and those helicopter performance benefits and increased
receiving Federal financial assistance should provide operational flexibility if the FATO outside the TLOF
reasonable accommodation for individuals with is load bearing. The FATO outside of the TLOF need
disabilities if they do not impose undue hardship not be load bearing if the minimum width, length or
(significant difficulty or expense) on the operation of diameter of TLOF is increased to 1.0 times the
the organization. Refer to paragraph 112 and AC overall length (OL) of the design helicopter. The
150/5360-14 for additional guidance. FATO outside the TLOF may extend into clear
airspace.
e. TLOF Gradients. Recommended TLOF
gradients are defined in Chapter 8. (2) Ground Level PPR Heliports. For
ground level PPR heliports, if the TLOF is marked,
202.FINAL APPROACH AND TAKEOFF AREA the FATO outside the TLOF need not be load bearing
(FATO). A general aviation heliport should have at as defined in Paragraph 806 providing it is a solid
least one FATO. The FATO should contain a TLOF area able to support a 20lbs/ft2 (98 kg/m2) live load.
within its borders at which arriving helicopters If the TLOF is not marked (see Paragraph 209a)
terminate their approach and from which departing and/or it is intended that the helicopter can land any
helicopters take off. where within the FATO, the FATO outside the TLOF
should, like the TLOF, be capable of supporting the
a. FATO Location. The FATO of a GA dynamic loads of the design helicopter (Paragraph
heliport may be at ground level, water level, on an 806 b).
elevated structure, or on a rooftop. The relationship
of the FATO to the TLOF and the Safety Area is (3) Elevated PPR Heliports. For elevated
shown in Figure 2-2. PPR heliports only the TLOF need to be load bearing.
If the TLOF is marked, the FATO outside the TLOF,
b. FATO Size. and the Safety Area, may extend into the clear
airspace. (See Figures 2-4 and 2-6.). If the TLOF is
(1) The minimum width, length or diameter not marked (see Paragraph 209a) and/or it is intended
of a FATO should be at least 1.5 times the overall that the helicopter can land any where within the
length (OL) of the design helicopter. At elevations FATO, the FATO outside the TLOF should, like the
well above sea level a longer FATO can provide an TLOF, be capable of supporting the dynamic loads of
increased safety margin and greater operational the design helicopter (Paragraph 806 b).
flexibility. The additional FATO length that should
be used is depicted in Figure 2-5. For PPR facilities, (4) If the FATO is load bearing, the portion
the minimum length of the FATO need not be abutting the TLOF should be continuous with the
corrected for altitude. TLOF and the adjoining edges should be at the same
elevation. If it is unpaved, the FATO should be
(2) The minimum distance between the treated to prevent loose stones and any other flying
TLOF perimeter and the FATO perimeter should be debris caused by rotorwash.
not less than the distance [0.5 x (1.5 OL – 1RD)]
where OL is the overall length and RD is the rotor (5) When the FATO is on a platform
diameter of the design helicopter. The relationship of elevated more than 30 inches (76 cm) above its
the TLOF to the FATO and the Safety Area is shown surroundings, a safety net, not less than 5 feet (1.5 m)
in Figure 2-2. wide, should be provided. A railing or fence should
not be used since it would be a safety hazard during
c. FATO Surface Characteristics. If the helicopter operations. The safety net should have a
TLOF is marked, the FATO outside the TLOF should load carrying capability of 25 lbs/ft2 (122 kg/m2).
be capable of supporting the static loads of the design The net, should not project above the level of the
helicopter (Paragraph 806 a). If the TLOF is not FATO. Both the inside and outside edges of the
marked (see Paragraph 209a) and/or it is intended safety net should be fastened to a solid structure.
that the helicopter can land any where within the
FATO, the FATO outside the TLOF and any FATO d. Mobile Objects Within the FATO and the
supporting structure should, like the TLOF, be Safety Area. The FATO and Safety Area design
capable of supporting the dynamic loads of the design recommendations of this AC are based on the
helicopter (Paragraph 806 b). assumption that the TLOF/FATO is closed to other
17
aircraft if a helicopter or other mobile object is within continuous with the FATO and the adjoining edges
the FATO or the associated Safety Area. should be at the same elevation. This is needed to
avoid the risk of catching a helicopter skid or wheel.
e. FATO/FATO Separation. If a heliport has The Safety Area should be treated to prevent loose
more than one FATO, the separation between the stones and any other flying debris caused by rotor
perimeters of the two FATO, should be such that the wash.
respective Safety Areas do not overlap. This
separation is based on the assumption that f. Safety Area Gradients. Recommended
simultaneous approach/ departure operations will not Safety Area gradients are defined in Chapter 8.
take place.
204.VFR APPROACH/ DEPARTURE PATHS.
NOTE: If simultaneous operations are planned, The purpose of approach/ departure airspace, shown
greater separation will be required. in Figure 2-7, is to provide sufficient airspace clear of
` hazards to allow safe approaches to and departures
f. FATO Gradients. Recommended FATO from the TLOF.
gradients are defined in Chapter 8.
a. Number of Approach/ Departure Paths.
203. SAFETY AREA. A Safety Area surrounds a Preferred approach/ departure paths should be aligned
FATO and should be cleared of all obstacles except with the predominant wind direction so that
small frangible objects that, because of their function, downwind operations are avoided and crosswind
must be located there. operations are kept to a minimum. To accomplish
this, a heliport should have more than one approach/
a. Safety Area Width. The minimum departure paths and the preferred flight approach/
recommended width of a Safety Area is dependent departure path should, to the extent feasible, be
upon the heliport markings. The Safety Area width is aligned with the predominate wind. Other approach/
dependent upon the use of the TLOF markings departure paths should be based on the assessment of
(paragraph 209a), the FATO markings (paragraph the prevailing winds or when this information is not
209a), and the standard heliport identification available, the separation between such flight paths
marking (i.e., the H, paragraph 209b(1)). The and the preferred flight path should be at least 135
recommended size of the Safety Area in Table 2-1 is degrees. See Figure 2-7.
increased if the TLOF perimeter is not marked. The
minimum recommended width of the Safety Area is PPR facilities may have only one approach/ departure
the same on all sides. The Safety Area may extend path although a second flight path provides additional
into clear airspace. safety margin and operational flexibility.
b. A Precision Approach Safety Area Width b. VFR Approach/ Departure Surfaces. An

for operations under Instrument Flight Rules approach/ departure surface is centered on each
(IFR). RESERVED. approach/ departure path. Figure 2-7 illustrates the
approach/ departure and transitional surfaces.
c. Mobile Objects within the Safety Area.
See paragraph 202d. The approach / departure path starts at the edge of the
FATO and slopes upward at 8:1 (8 units horizontal in
d. Fixed Objects Within a Safety Area. No 1 unit vertical) for a distance of 4000 ft (1219 m)
fixed object should be permitted within a Safety Area where the width is 500 ft (152 m) at a height of 500 ft
except for frangibly mounted objects that, due to their (152 m) above the elevation of TLOF surface.
function, must be located there. Those objects whose
functions require them to be located within the Safety The transitional surfaces start from the edges of the
Area should not exceed a height of 8 inches (20 cm) FATO parallel to the flight path center line, and from
above the elevation of the FATO perimeter nor the outer edges of the 8:1 approach/ departure
penetrate the approach/ departure surfaces or surface, and extend outwards at a slope of 2:1 (2 units
transitional surfaces. horizontal in 1 unit vertical) for a distance of 250 ft
(76 m) from the centerline. The transitional surfaces
e. Safety Area Surface. The Safety Area need start at the edge of the FATO opposite the
not be load bearing. Figure 2-6 depicts a Safety Area 8:1approach/ departure surfaces and extends to the
extending over water. If the Safety Area is load end of the approach/ departure surface. See Figure
bearing, the portion abutting the FATO should be 2-7.
18
205.PROTECTION ZONE. The protection zone is
NOTE: The transitional surface is not applied on the the area under the 8:1 approach/ departure surface
FATO edge opposite the approach/ departure surface. starting at the FATO perimeter and extending out for
a distance of 280 feet (85.3 m), as illustrated in
The Approach/ departure Surfaces should be free of Figure 2-9. The heliport proponent should own or
penetrations. Any penetration of the transitional control the property containing the protection zone.
surface should be considered a hazard unless an FAA This control should include the ability to clear
aeronautical study determines that it will not have a incompatible objects and to preclude the
substantial effect upon the safe and efficient use of congregation of people. For PPR heliports, a
this airspace. Paragraph 108 provides guidance on protection zone is optional. For GA heliport, air
how to identify and mitigate such hazards. easement rights may be one option to control use of
the ground within the protection zone.
For PPR facilities, transitional surfaces need not be
considered if the size of the 8:1 approach/ departure 206.WINDSOCK.
surface is increased for a distance of 2000 ft. (610 m)
as shown in Figure 2-8. The lateral extensions on a. Specification. A windsock conforming to
each side of the 8:1 approach/ departure surface starts AC 150/5345-27. Specification for Wind Cone
at the width of the FATO and is increased so that at a Assemblies should be used to show the direction and
distance of 2000 ft (610 m) from the FATO it is 100 ft magnitude of the wind. The windsock should provide
(30 m) wide. Penetrations of obstacles into area A or the best possible color contrast to its background.
area B, but not both, may be allowed providing the
penetrations are marked or lighted and not considered b. Windsock Location. The windsock should
a hazard. be located so it provides the pilot with valid wind
direction and speed information in the vicinity of the
NOTE: When the standard surface is incompatible heliport under all wind conditions.
with the airspace available at the heliport site, no
operations should be conducted unless helicopter (1) The windsock should be sited so it is
performance data supports a capability to safely clearly visible to the pilot on the approach path when
operate using an alternate approach/ departure the helicopter is at a distance of 500 feet (152 m)
surface. The site should be limited to those from the TLOF.
helicopters meeting or exceeding the required
performance and approved by the FAA. (2) Pilots should also be able to see a
windsock from the TLOF.
c. Marking and Lighting of Objects that Are
Difficult to See. See paragraph 211. (3) To avoid presenting an obstruction
hazard, the windsock should be located outside the
d. Periodic Review of Obstructions. Heliport safety area, and it should not penetrate the approach/
operators should reexamine obstacles in the vicinity departure or transitional surfaces.
of 8:1 approach/ departure paths on at least an annual
basis. This reexamination should include an (4) At many landing sites, there may be no
appraisal of the growth of trees in close proximity to single, ideal location for the windsock. At other sites,
approach and departure paths. Paragraph 108b it may not be possible to site a windsock at the ideal
provides guidance on how to identify and mitigate location. Consequently, more than one windsock
obstruction hazards. may be required in order to provide the pilot with all
the wind information needed for safe operations.
e. Curved VFR Approach/ Departure Paths.
VFR approach/ departure paths may curve to avoid c. Windsock Lighting. For night operations,
objects or noise-sensitive areas. Heliport designers the windsock should be internally lighted or
are encouraged to use the airspace above public externally illuminated to ensure that it is clearly
lands, such as freeways or rivers. visible.
NOTE: In the next revision of this AC, the FAA 207.TAXIWAYS AND TAXI ROUTES. Taxiways
intends to provide details on the minimum and taxi routes should be provided for the movement
dimensions of curved approach/ departure airspace. of helicopters from one part of a landing facility to
another. They provide a connecting path between the
19
FATO and a parking area. They also provide a and 10 inches (25 cm) high, as illustrated in
maneuvering aisle within the parking area. A taxi Figure 2-13.
route includes the taxiway plus the appropriate
clearances needed on both sides. The relationship (3) In-ground, flush edge markers should be
between a taxiway and a taxi route is illustrated in yellow in color, 12 inches (30 cm) wide, and
Figures 2-10, 2-11, and 2-12. approximately 5 feet (1.5 m) long.
NOTE: At PPR heliports with no parking or NOTE: Where the visibility of the centerline
refueling area outside the TLOF(s), no taxi route or marking can not be guaranteed at all times, such as
taxiway is required. locations where snow or dust commonly obscure the
centerline marking and it is not practical to remove
a. Taxiway/Taxi Route Widths. The it, centerline marking is still recommended.
dimensions of taxiways and taxi routes are a function However, under such circumstances, the minimum
of helicopter size, taxiway/taxi route marking, and taxiway/taxi route dimensions should be determined
type of taxi operations (ground taxi versus hover as if there was no centerline marking (see Table 2-2).
taxi). These dimensions are defined in Table 2-2.
NOTE: Elevated centerline markers are NOT
NOTE: Normally, the requirement for hover taxi recommended because they present an obstruction
dictates the taxiway/taxi route widths. However, hazard.
when the fleet comprises a combination of large
ground taxiing helicopters and smaller air taxiing d. Raised Edge Markers in Grassy Areas.
helicopters, the larger aircraft may dictate the Raised edge markers are sometimes obscured by tall
taxiway/taxi route widths. If wheel-equipped grass. The heliport operator should address this
helicopters taxi with wheels not touching the surface, problem with a 12-inch diameter (30 cm) diameter
the facility should be designed with hover taxiway concrete pad or a solid material disk around the pole
widths rather than ground taxiway widths. supporting the raised marker, as illustrated in
Figure 2-13.
b. Paved Taxiway Markings. The centerline
of a taxiway should be marked with a continuous 6- e. Taxiway to Parking Position Transition
inch (15 cm) yellow line. Both edges of the paved Requirements. Taxiway centerline markings should
portion of the taxiway should be marked with two continue into parking positions and become the
continuous 6- inch wide (15 cm) yellow lines spaced parking position centerlines. However, if the parking
6 inches (15 cm) apart. Figure 2-10 illustrates position has centerline marking and the taxiway does
taxiway centerline and edge markings. not, the parking position centerline should be
extended, in the direction of the taxiway, for a
c. Unpaved Taxiway Markings. The distance of at least one half of the rotor diameter of
centerline should be marked with in-ground flush the largest helicopter for which the parking position
markers. They should be longitudinally spaced at is designed.
approximately 15-feet (5 m) intervals on straight
segments and at approximately 10-feet (3 m) f. Surfaces. Ground taxiways should have a
intervals on curved segments. Edge markers should surface that is Portland Cement, asphalt or a surface,
also be used to provide strong visual cues to pilots. such as turf, stabilized in accordance with the
Edge markers may be either raised or in-ground flush recommendations of Item P-217 of AC 150/5370-10.
markers. They should also be longitudinally spaced Unpaved portions of taxiways and taxi routes should
at approximately 15-feet (5 m) intervals on straight have a turf cover or be treated in some way to prevent
segments and at approximately 10-feet (3 m) dirt and debris from being raised by a taxiing
intervals on curved segments. Figures 2-11 and 2-12 helicopter’s rotor wash.
illustrate taxiway centerline and edge markings.
g. Gradients. Recommended taxiway and taxi
route gradients are defined in Chapter 8.
(1) In-ground, flush centerline markers
should be yellow in color, 6 inches (15 cm) wide, and
h. Lighting. See paragraph 210.
approximately 5 feet (1.5 m) long.
208. HELICOPTER PARKING. If more than one
(2) Raised-edge markers should be yellow-
blue-yellow in color, 4 inches (10 cm) in diameter, helicopter at a time is expected at a heliport, the
facility should have an area designated for parking
20
helicopters. The size of this area should depend on (4) “Turn-around” parking positions should
the number and size of helicopters to be be designed as illustrated in Figure 2-14 and 2-17.
accommodated. Parking positions should be Figure 2-17 also provides guidance on issues other
`designed to accommodate the full range of that the separation between parking positions.
helicopter size and weights expected at the facility.
Parking positions should support the static loads of (5) “Taxi-through” parking positions should
the helicopter intended to use the parking area be designed as illustrated in Figure 2-15. When this
(Paragraph 806a). Parking areas may be designed as design is used for parking positions, the heliport
one large, paved apron or as individual, paved owner and operator should take steps to ensure that
parking positions. all pilots are informed that “turn-around” or “back-
up” departures from the parking position are not
a. Location. Aircraft parking areas should not permitted.
lie under an approach/ departure surface. However,
aircraft parking areas may lie under the transitional (6) “Back-out” parking positions should be
surfaces. designed as illustrated in Figures 2-16 and 2-17.
When this design is used for parking positions, the
(1) The parking position should be located adjacent taxiway should be designed to accommodate
to provide adequate clearance from any object or hover taxi operations so that the width of the taxiway
building. The clearance from the tail rotor arc for will be adequate to support “back-out” operations.
hover taxi operations should be 1/3 of the rotor
diameter, but not less than 10 ft (3 m), and 10 ft (3 m) NOTE: Heliport parking areas should be designed
for ground taxi operations. See Figure 2-17. so that helicopters will be parked in an orientation
that keeps the “avoid areas” around the tail rotors
(2) The nearest edge of a parking position (see Figure 2-29) clear of passenger walkways.
should be located a minimum of 1/3 of the rotor
diameter, from the edge of the taxi route for ‘turn- c. Helicopter Parking Position Marking.
around’ and ‘taxi-through’ parking positions and a Helicopter parking positions should have the
minimum of 1/2 rotor diameter from the edge of the following markings:
taxi route for ‘back-out’ parking positions.
(1) A 6-inch-wide (15 cm), solid yellow
b. Size. Parking position sizes are dependent line defining a circle of 1 rotor diameter of the largest
upon the helicopter size. The clearance between helicopter that will park at that position. In paved
parking positions are dependent upon the type of taxi areas, this should be a painted line (see Figure 2-17).
operations (ground taxi or hover taxi) and the In unpaved areas, this line should be defined by a
intended paths for maneuvering in and out of the series of flush markers, 6 inches (15 cm) in width, a
parking position. maximum of 5 feet (1.5 m) in length, and with end-
to-end spacing of approximately 5 feet (1.5 m).
(1) If all parking positions are the same
size, they should be large enough to accommodate the (2) Marking indicating the rotor diameter of
largest helicopter that will park at the heliport. the largest helicopter that the position is designed to
accommodate (e.g., 49). This marking should be in
(2) When there is more than one parking yellow characters, clearly visible, and at least 3 feet
position, the facility may be designed with parking (0.9 m) high. (See Figure 2-18 and Appendix Figure
positions of various sizes with at least one position A3-1.)
that will accommodate the largest helicopter that will
park at the heliport. Other parking positions may be (3) A 12-inch-wide (30 cm) solid yellow
smaller, designed for the size of the individual or centerline marking. In paved areas, this should be a
range of individual helicopters planned to be parked painted line (see Figure 2-17). In unpaved areas, this
at that position. line should be a series of flush markers, each
approximately 5 feet (1.5 m) in length with end-to-
(3) The parking position should be marked end spacing of not more than 6 inches (15 cm).
with rotor diameter of the largest helicopter that the
parking position is designed to accommodate [see (4) A 12-inch-wide (30 cm) extended
paragraph 208c(2)]. centerline that the pilot can see when positioned in
the center of the parking position. For a “taxi-
through” parking position, this should be a solid
21
yellow line (see Figure 2-15). [In paved areas, this e. Passenger Walkways. At parking positions,
should be a painted line. In unpaved areas, this line marked walkways should be provided where
should be defined by a series of flush markers, each practicable. Figure 2-17 and 2-18 illustrates one
approximately 5 feet (1.5 m) in length, 12 inches marking scheme. The pavement should be designed
(30 cm) in width, with end-to-end spacing of not so spilled fuel does not drain onto passenger
more than 6 inches (15 cm).] walkways or toward parked helicopters. Two
separated access points are required for elevated
If the parking position will NOT accommodate taxi- TLOFs. (Paragraph 201d(5))
through operations, this extended centerline should
be a dashed yellow line. (See Figure 2-14, 2-16 and f. Parking Area Size and Clearance
2-17.) The purpose of the extended centerline is to Requirements for a Variety of Helicopters
provide the pilot with better visual guidance during (Wheeled and Skid-equipped). The more
parking maneuvers. demanding requirement will dictate what is required
at a particular site. Usually, the parking area
(5) A 6-inch-wide (15 cm) solid yellow requirements for skid-equipped helicopters will be
shoulder line, perpendicular to the centerline, should the most demanding. However, when the largest
be located so it is under the pilot’s shoulder when the helicopter is a very large, wheeled aircraft (e.g., the
main rotor of the largest helicopter for which the S-61), and the skid-equipped helicopters are all much
position is designed will be entirely within the smaller, the parking requirements for wheeled
1.0 rotor diameter parking circle (see Figure 2-18). helicopters may be the most demanding. If wheel-
This shoulder line should extend far enough from the equipped helicopters taxi with wheels not touching
parking position centerline so the pilot can see it on the surface, parking areas should be designed based
both sides of the helicopter. In paved areas, this on hover taxi operations rather than ground taxi
should be a painted line. In unpaved areas, this line operations.
should be a series of flush markers.
g. Fueling. Helicopter fueling is typically
(6) Parking position identifications accomplished with the use of a fuel truck or the use
(numbers or letters) should be marked if there is more of a specific fueling area with stationary fuel tanks.
than one parking position. These markings should be
yellow characters that are clearly visible and 3 feet (1) Systems for storing and dispensing fuel
(0.9 m) high. (See Figures.2-18, and Appendix must conform to Federal, state, and local
Figure A3-1) requirements for petroleum handling facilities.
Guidance is found in AC 150/5230-4, Aircraft Fuel
(7) A passenger walkway, as illustrated in Storage, Handling, and Dispensing on Airports, and
Figure 2-17, should be clearly marked. National Fire Protection Association (NFPA) 403,
Standard for Aircraft Rescue and Fire Fighting
(8) If a parking position has a weight Services at Airports, and NFPA 418, Standards for
limitation, it should be stated in units of 1,000 pounds Heliports.
as illustrated in Figure 2-18. (A 9 indicates a weight-
carrying capability of up to 9,000 pounds. Metric (2) Fueling locations should be designed
equivalents should NOT be used for this purpose.) and marked to minimize the potential for helicopters
This marking should be yellow characters that are to collide with the dispensing equipment. Fueling
clearly visible and 3 feet (0.9 m) high. A bar may be areas should be designed so there is no object tall
placed under the number to minimize the possibility enough to be hit by the main or tail rotor blades
of being misread. (See Figures 2-18, and Appendix within a distance of 1.0 rotor diameter from the
Figure A3-1) center point of the position where the helicopter
would be fueled (providing 0.5 rotor diameter tip
d. Parking Pads. If the entire area of the clearance from the rotor tips). If this is not practical
parking position is not paved, the smallest dimension at an existing facility, long fuel hoses should be
of a paved parking pad should be a minimum of installed.
two times the maximum dimension (length or width,
whichever is greater) of the undercarriage of the (3) Lighting. The fueling area should be
largest helicopter that will use this parking position. lighted if night fueling operations are contemplated.
The parking pad should be placed in the center of the Care should be taken to ensure that any light poles do
parking position circle. not constitute an obstruction hazard.
22
h. Tie-Downs. Recessed tie-downs may be (30 cm), flush, in-ground markers. The corners of the
installed to accommodate extended or overnight FATO should be defined, and the perimeter markers
parking of based or transient helicopters. If tie- should be 12 inches in width and approximately
downs are provided, they should be recessed so as not 5 feet (1.5 m) in length, and have end-to-end spacing
to be a hazard to helicopters. Caution should be of approximately 5 feet (1.5 m). (See Figures 2-20
exercised to ensure that any depression associated and 2-21).
with the tie-downs should be of a diameter not be
greater than 1/2 the width of the smallest helicopter (3) Paved FATOs. The perimeter of a
landing wheel or landing skid anticipated to be paved FATO should be defined with a 12-inch-wide
operated on the heliport surface. In addition, tie- (30 cm) dashed white line. The corners of the FATO
down chocks, chains, cables and ropes should be should be defined, and the perimeter marking
stored off the heliport surface to avoid fouling segments should be 12 inches in width,
landing gear. Guidance on recessed tie-downs can be approximately 5 feet (1.5 m) in length, and with end-
found in AC 20-35, Tie-down Sense. to-end spacing of approximately 5 feet (1.5 m). (See
Figure 2-19).
i. Taxiway-to-Parking-Position Transition
Requirements. See paragraph 207e. b. Heliport Identification Marking. The
identification marking is intended to identify the
209.HELIPORT MARKERS AND MARKINGS. location as a heliport, to mark the TLOF, and to
Markers and/or surface markings should identify the provide visual cues to the pilot.
facility as a heliport. Surface markings may be paint,
reflective paint, reflective markers, or preformed (1) Standard Heliport Identification
material. Lines/markings may be outlined with a 6- Symbol. A white H marking with a contrasting
inch-wide (15 cm) line of a contrasting color to border if required (see paragraph 209) should mark
enhance conspicuity. The following markers and the TLOF. The proportions and layout of the letter H
markings should be used. are illustrated in Figure 2-22. The height of the H is
limited to 60 feet (18.3m) for public use heliports.
a. TLOF and FATO Perimeter Markings. For PPR heliports the size of the H can be limited to
The perimeter of the TLOF and/or the FATO should 10 feet (3m). The H should be located in the center
be marked. The perimeter of the FATO should be of the TLOF and oriented on the axis of the preferred
defined with markers and/or lines. It is suggested approach/ departure path. A bar may be placed under
that the TLOF perimeter should also be defined with the H when it is necessary to distinguish the preferred
markers and/or lines since this provides a greater approach/ departure direction. Arrows and/or landing
safety margin than marking only one perimeter. direction lights (see paragraph 210e) may also be
However, this greater safety margin may also be used to indicate one or more preferred approach/
achieved by increasing the size of the Safety Area. departure directions.
Paragraph 203a and Table 2-1 recommend that the
size of the Safety Area should be increased if the (2) Nonstandard Heliport Identification
TLOF perimeter is not marked. [Exception: It is Marking. A distinctive marking, such as a company
recognized that the FATO perimeter will not be logo, may serve to identify the facility as a PPR
marked if any portion of the FATO is NOT a load- heliport. However, nonstandard marking does not
bearing surface. In such cases, the TLOF perimeter necessarily provide the pilot with the same degree of
should be marked.] visual cueing as the standard heliport identification
symbol. To compensate, paragraph 203 and Table 2-
(1) TLOFs. The perimeter of a paved or 1 recommend that the size of the Safety Area should
hard surfaced TLOF should be defined with a be increased when the standard heliport identification
continuous, 12-inch-wide (30 cm), white line (see symbol “H” is not used.
Figures 2-19 and 2-20). The perimeter of an unpaved
TLOF should be defined with a series of 12-inch- c. Taxiway and Taxi Route Markings. See
wide (30 cm), flush, in-ground markers, each paragraph 207.
approximately 5 feet (1.5 m) in length with end-to-
end spacing of not more than 6 inches (15 cm). (See d. Apron Markings. In addition to the
Figure 2-20). taxiway and parking position markings, the yellow
(double) taxiway edge lines should continue around
(2) Unpaved FATOs. The perimeter of an the apron to define its perimeter. Figure 2-14, 2-15,
unpaved FATO should be defined with 12-inch-wide and 2-16 illustrates apron markings.
23
NOTE: This marking is optional for PPR heliports.
e. Parking Position Markings. See However the PPR heliport operator should ensure
paragraph 208. that all pilots using the facility are thoroughly
knowledgeable with this and any other facility
f. Closed Heliport. All markings of a limitations.
permanently closed heliport, FATO, or TLOF should
be obliterated. If it is impractical to obliterate i. Equipment/Object Marking. Heliport
markings, a yellow X should be placed over the H, as maintenance and servicing equipment, as well as
illustrated in Figure 2-23. The yellow X should be other objects used in the airside operational areas,
large enough to ensure early pilot recognition that the should be made conspicuous with paint, reflective
heliport is closed. The windsock(s) and other visual paint, reflective tape, or other reflective markings.
indications of an active heliport should also be Particular attention should be given to marking
removed. objects that are hard to see in marginal visibility such
as at night, heavy rain, or in fog.
g. TLOF Size Limitations. The TLOF should
be marked to indicate the rotor diameter of the largest j. Marking Obstructions Outside the
helicopter for which it is designed as indicated in Approach/ Departure Airspace. See paragraph 211.
Figure 2-22. (The rotor diameter should be given in
feet. Metric equivalents should NOT be used for this k. Marking Proportions. See Appendix 3 for
purpose.) This marking should be centered in the guidance on the proportions of painted numbers.
lower section of a TLOF size/weight limitation ‘box’.
The numbers should be should be 3 ft (0.9 m) high 210.HELIPORT LIGHTING. For night operations,
(see Appendix Figure A3-1). The numbers should be the TLOF, the FATO, taxiways, taxi routes, and the
black with a white background. When viewed from windsock need to be lighted, as described within this
the preferred approach direction, this TLOF paragraph. AC 150/5340-28, Low Visibility Taxiway
size/weight limitation ‘box’ should be located on the Lighting Systems; AC 150/5340-24, Runway and
TLOF in the lower right-hand corner, or the on right- Taxiway Edge Lighting System; and AC 150/5345-46,
hand side of the H of a circular TLOF. Specification for Runway and Taxiway Light Fixtures;
contain technical guidance on lighting equipment and
NOTE: This marking is optional at a TLOF with a installation details. Heliport lighting ACs are
turf surface or PPR heliports. available at the Airports web site http://faa.gov/arp.
h. Elevated TLOF Weight Limitations. If a a. Ground-level TLOF–Perimeter Lights.

TLOF has limited weight-carrying capability, it Flush green lights should define the TLOF perimeter.
should be marked with the maximum takeoff weight A minimum of four flush light fixtures is
of the design helicopter, in units of thousands of recommended per side of a square or rectangular
pounds as indicated in Figure 2-22. (A numeral 12 TLOF. (PPR facilities may have a minimum of
indicates a weight-carrying capability of up to three flush light fixtures on each side of a square or
12,000 pounds. Metric equivalents should NOT be rectangular TLOF.) A light should be located at each
used for this purpose.) This marking should be corner with additional lights uniformly spaced
centered in the upper section of a TLOF size/weight between the corner lights, with a maximum interval
limitation ‘box’. The numbers should be 3 ft (0.9 m) of 25 feet (7.6 m) between lights. An even number of
high (see Appendix Figure A3-1). The numbers lights (at least eight lights should be used) uniformly
should be black with a white background. When
spaced with a maximum interval of 25 feet (7.6 m)
viewed from the preferred approach direction, this
TLOF size/weight limitation ‘box’ should be located between lights, may be used to define a circular
on the TLOF in the lower right-hand corner or on the TLOF. Flush lights should be located within 1 foot
right-hand side of the H of a circular TLOF. If the (30 cm) (inside or outside) of the TLOF perimeter.
TLOF does not have a weight limit, a diagonal line,
extending from the lower left hand corner to the Flush lights are recommended for PPR facilities. But
upper right hand corner, should be added to the upper raised green omni-directional lights may be used if
section of the TLOF size/weight limitation ‘box’ (see only the TLOF is load bearing. The raised lights
Figure 2-22). should be located outside and within 10 foot (3m) of
the edge of the TLOF and should not penetrate a
24
horizontal plane at the TLOF elevation by more than d. Landing Direction Lights. Landing
2 inches (5 cm). direction lights are an optional feature to be installed
when it is necessary to provide directional guidance.
b. Elevated TLOF - Perimeter Lights. The Landing direction lights are a configuration of five
TLOF perimeter should be lit with green lights. If yellow, omni-directional L-861 lights on the
flush lights are used, they should be located within 1- centerline of the preferred approach/ departure path.
foot of the TLOF perimeter. If raised, omni- These lights are spaced at 15-foot (5 m) intervals
directional lights are used, they should be located on beginning at a point not less than 20 feet (6 m) and
the outside edge of the TLOF or the outer of the not more than 60 feet (18 m) from the TLOF
safety net, as shown in Figure 2-24. The raised lights perimeter and extending outward in the direction of
should not penetrate a horizontal plane at the TLOFs the preferred approach/ departure path, as illustrated
elevation by more than 2 inches (5 cm). In areas in Figure 2-27.
where it snows in the winter, the outside edge is the
preferred location. (Lights on the outside edge of the e. Taxiway and Taxi Route Lighting. Flush
TLOF are prone to breakage during snow removal.) green lights define taxiway centerlines. Blue omni-
Lighting on the outside edge also provides better directional lights define the edges of the taxiway.
visual cues to pilots at a distance from the heliport
since they outline a larger area. (1) Taxiway Centerlines. Taxiway
centerlines are defined with flush L-852A bi-
c. Load-bearing FATO-Perimeter Lights. directional or L-852B uni-directional green lights.
Green lights should define the perimeter of the load These lights should be spaced at 50-foot (15 m)
bearing FATO. A minimum of four flush or raised longitudinal intervals on straight segments and at
light fixtures is recommended per side of a square or 25-foot (7.5 m) intervals on curved segments with a
rectangular FATO. (PPR facilities may have a minimum of four lights needed to define the curve.
minimum of three flush light fixtures on each side of Green retroreflective markers meeting requirements
a square or rectangular load- bearing FATO.) A light for Type II markers in AC 150/5345-39, FAA
should be located at each corner, with additional Specification L-853, Runway and Taxiway Centerline
lights uniformly spaced between the corner lights Retroreflective Markers, may be used in lieu of the L-
852A or L-852B lighting fixtures.
with a maximum interval of 25 feet (8 m) between
lights. An even number of lights (at least eight lights (2) Flush Edge Lights–Paved Taxiways.
should be used) uniformly spaced, with a maximum Flush L-861T omni-directional blue lights should be
interval of 25 feet (8 m) between lights, may be used used to mark the edges of a paved taxiway. These
to define a circular FATO. lights should be spaced at 50 feet (15.2 m)
longitudinal intervals on straight segments and at 25
NOTE: In the case of an elevated FATO with a safety feet (7.5 m) intervals on curved segments with a
net, the perimeter lights should be mounted in a minimum of four lights needed to define the curve.
similar manner as discussed in Paragraph 210b Blue retroreflective markers meeting requirements
for Type II markers in AC 150/5345-39, FAA
(1) At a distance during nighttime Specification L-853 may be used to identify the edges
operations, a square or rectangular pattern of FATO of the taxiway.
perimeter lights provides the pilot with better visual
cues than a circular pattern. Thus, a square or (3) Raised Edge Lights – Unpaved
rectangular pattern of FATO perimeter lights is Taxiways. A taxi route that does not contain a paved
preferable even if the TLOF is circular. taxiway should be defined with L-861T omni-
directional blue perimeter lights on raised light
(2) If flush FATO perimeter lights are used, fixtures or blue retroreflective Type II markers.
they should be located within 1 foot (30 cm) inside or These lights or retroreflective markers should be no
outside of the FATO perimeter. (See Figure 2-25.) more than 8 inches (20 cm) tall. These lights or
retroreflective markers should be placed at
(3) If raised FATO perimeter lights are longitudinal intervals of 50 feet (15 m) on straight
segments and 25 feet (7.6 m) on curved segments. A
used, they should be no more than 8 inches (20 cm)
minimum of four lights is recommended to define a
high, and located 10 feet (3 m) from the FATO curve. The recommended lateral spacing for the
perimeter. (See Figure 2-26.) lights or reflectors is 1.0 rotor diameter but not more
than 35 feet.
25
departures require operations near the ground where
f. Heliport Identification Beacon. A heliport obstacles may be in close proximity.
identification beacon is optional equipment. It should
be installed when it is needed to aid the pilot in b. Airspace. If difficult-to-see objects penetrate
visually locating the heliport. When installed, the the object identification surfaces illustrated in Figure
beacon, flashing white/green/yellow at the rate of 2-28, these objects should be marked to make them
30 to 45 flashes per minute, should be located on or more conspicuous. If operations are conducted at a
close to the heliport. Guidance on heliport beacons is heliport between dusk and dawn, these difficult-to-
found in AC 150/5345-12, Specification for Airport see objects should be lighted. The object
and Heliport Beacon. There may be merit in making identification surfaces in Figure 2-28 can be
operation of the beacon controllable from the described as follows:
approaching helicopter to ensure that it is “on” only
when required. (1) In all directions from the Safety Area
except under the approach/ departure paths, the object
g. Floodlights. Floodlights may be used to identification surface starts at the Safety Area
illuminate the TLOF, the FATO, and/or the parking perimeter and extends out horizontally for a distance
area. To eliminate the need for tall poles, these of 100 feet (30.5 m).
floodlights may be mounted on adjacent buildings.
Care should be taken, however, to place floodlights (2) Under the approach/ departure surface,
clear of the TLOF, the FATO, the Safety Area, and the the object identification surface starts from the
approach/ departure surfaces, and any required outside edge of the FATO and extends horizontally
transitional surfaces. Care should be taken to ensure out for a distance of 800 feet (244 m). From this
that floodlights and their associated hardware do not point, the object identification surface extends out for
constitute an obstruction hazard. Floodlights should an additional distance of 3,200 feet (975 m) while
be aimed down and provide a minimum of 3-foot rising on a 8:1 slope (8 units horizontal in 1 unit
candles (32 lux) of illumination on the apron surface. vertical). From the point 800 feet (244 m) from the
Floodlights that might interfere with pilot vision FATO perimeter, the object identification surface is
during takeoff and landings should be capable of 100 feet (30.5 m) beneath the approach/ departure
being turned off. surface.
h. Lighting of Obstructions. See paragraph (3) The width of this object identification
211. surface under the approach/ departure surface
increases as a function of distance from the Safety
i. Heliports at Airports. When a heliport on Area. From the Safety Area perimeter, the object
an airport is sited in close proximity to a taxiway, identification surface extends laterally to a point
there may be a concern that the green taxiway 100 feet (30.5 m) outside the Safety Area perimeter.
centerline lights could be confused with the TLOF or At the upper end of the surface, the object
FATO perimeter lights. In such cases, yellow lights identification surface extends laterally 200 feet
may be used as an alternative color for marking the (61 m) on either side of the approach/ departure path.
TLOF and the FATO.
c. Shielding of Objects. If there are a number
211. MARKING AND LIGHTING OF of objects in close proximity, it may not be necessary
DIFFICULT-TO-SEE OBJECTS. This paragraph to mark all of them if they are shielded. To meet the
discusses the marking and lighting of objects in close shielding guidelines a object would be shielded by
proximity, but outside and below of the approach/ existing structures of a permanent and substantial
departure surface. Guidance on marking and lighting character or by natural terrain or topographic features
objects is contained in AC 70/7460-1, Obstruction of equal or greater height, and would be located in
Marking and Lighting. the congested area of a city, town, or settlement
where it is evident beyond all reasonable doubt that
a. Background. Unmarked wires, antennas, the structure so shielded will not adversely affect
poles, cell towers, and similar objects are often safety in air navigation. Additional guidance on this
difficult to see, even in the best daylight weather, in topic may be found in 14 CFR Part 77.15(a),
time for a pilot to successfully take evasive action. Construction or alteration not requiring notice.
While pilots can avoid such objects during en route
operations by flying well above them, approaches and 212.SAFETY CONSIDERATIONS. Some safety
enhancements to be considered in the design of a
26
heliport are discussed below. Other areas such as the following actions may be taken in selecting a site to
effects of rotor downwash may need to be addressed minimize the effects of turbulence:
based on site conditions and the design helicopter.
(1) Ground-level Heliports. Helicopter
a. Security. The operational areas of a heliport operations from sites immediately adjacent to
should be kept clear of people, animals, and vehicles. buildings and other large objects are subjected to air
The method used to control access depends upon the turbulence effects caused by such features.
helicopter location and types of potential intruders. Therefore, it may be necessary to locate the TLOF
away from such objects in order to minimize air
(1) Safety Barrier. At ground-level general turbulence in the vicinity of the FATO and the
aviation heliports, one control method is to erect a approach/ departure paths.
safety barrier around the helicopter operational areas.
This barrier may take the form of a fence, wall, or (2) Elevated Heliports. Elevating heliports
hedge. It should be no closer to the operating areas 6 feet (1.8 m) or more above the level of the roof
than the outer perimeter of the Safety Area. Barriers will generally minimize the turbulent effect of air
should not penetrate any approach /departure flowing over the roof edge. While elevating the
(primary or transitional) surface. Thus, in the vicinity platform helps reduce or eliminate the air turbulence
of the approach/ departure paths, the barrier may effects, a safety net may be required (see paragraph
need to be well outside the outer perimeter of the 201d (4)).
Safety Area.
d. Communications. A UNICOM radio may
(2) Any barrier should be high enough to be used to provide arriving helicopters with heliport
present a positive deterrent to persons inadvertently and traffic advisory information but may not be used
entering an operational area and yet low enough to be to control air traffic. The Federal Communications
non-hazardous to helicopter operations. Commission (FCC) should be contacted for
information on UNICOM licensing.
(3) Access to airside areas should be
through controlled and/or locked gates and doors. e. Weather Information. An automated
Gates and doors should display a cautionary sign weather observing systems (AWOS) measures and
similar to that illustrated in Figure 2-29. Training of automatically broadcasts current weather conditions
personnel should be considered as a part of any at the heliport site. When an AWOS is installed, it
security program. should be located at least 100 feet (30 m) and not
more than 700 feet (213 m) from the TLOF. Locate
NOTE: At PPR heliports, the heliport operator may the AWOS so its instruments perimeter will NOT be
choose to achieve the same security goals through affected by rotor wash from helicopter operations.
some means other than controlled and/or locked Guidance on AWOS systems is found in AC
gates and doors. 150/5220-16. Automated Weather Observing
Systems (AWOS) for Non-Federal Applications.
b. Rescue and Fire Fighting Services. State
and local rescue and fire fighting regulations vary. f. Winter Operations. Swirling snow raised
Heliports should meet the criteria of NFPA 418, by a helicopter’s rotor wash can cause the pilot to
Standards for Heliports, and NFPA 403, Aircraft lose sight of the intended landing point. Swirling
Rescue Services and/or applicable state/local codes. snow on takeoff can hide objects that need to be
A fire hose cabinet or extinguisher should be avoided. At least the TLOF, the FATO, and as much
provided at each access gate/door and each fueling of the Safety Area as practical should be kept free of
location. At elevated TLOFs, fire hose cabinets, fire snow. Heliport design should take into account the
extinguishers, and other fire fighting equipment methods and equipment to be used for snow removal.
should be located adjacent to, but below the level of, The heliport design should allow the snow to be
the TLOF. NFPA standards are available at National removed sufficiently so the snow will not present an
Fire Protection Association web site obstruction hazard to either the tail rotor or the main
http://www.nfpa.org. rotor. Guidance on winter operations is found in AC
150/5200-30, Airport Winter Safety and Operations.
c. Turbulence. Air flowing around and over (Exception: In cases where the FATO is much larger
buildings, stands of trees, terrain irregularities, etc. than the minimum requirement, it may not be
can create turbulence that may affect helicopter necessary to clear all of this additional area.)
operations. (Reference 41 of Appendix 4.) The
27
desirable. Passenger auto parking areas should
213.VISUAL GLIDESLOPE INDICATORS. A accommodate current requirements and have the
visual glideslope indicator (VGI) provides pilots with capability of being expanded to meet future
visual course and descent cues. The lowest on-course requirements. Readily available public transportation
visual signal must provide a minimum of 1 degree of may reduce the requirement for employees and
clearance over any object that lies within 10 degrees service personnel auto parking spaces. The heliport
of the approach course centerline. terminal building or sheltered waiting area should be
attractive and functional. AC 150/5360-9, Planning
a. The optimal location of a VGI is on the and Design of Airport Terminal Facilities at Non-
extended centerline of the approach path at a distance Hub Locations, contains guidance on designing
that brings the helicopter to a hover between 3 and terminal facilities. (At PPR heliports, the number of
people using the facility may be so small that there is
8 feet (0.9 to 2.5 m) above the TLOF. Figure 2-30
no need for a terminal building. In addition, the other
illustrates visual glideslope indicator clearance
facilities and amenities needed may be minimal.)
criteria.
215.ZONING AND COMPATIBLE LAND USE.
b. Control of the VGI. There may be merit in Where state and local statutes permit, the GA heliport
making operation of the VGI controllable from the sponsor is encouraged to promote the adoption of the
approaching helicopter to ensure that it is “on” only following zoning measures to ensure that the heliport
when required. will continue to be available and to protect the
investment in the facility.
c. VGI Needed. At many heliports, a VGI is an
optional feature. However, the provision of a a VGI a. Zoning to Limit Building/Object Heights.
should be considered if one or more of he following General guidance on drafting an ordinance that would
conditions exist, especially at night: limit building and object heights is contained in AC
150/5190-4, A Model Zoning Ordinance to Limit
(1) Obstacle clearance, noise abatement, or Height of Objects Around Airports. The ordinance
traffic control procedures require a particular slope should substitute the heliport surfaces for the airport
to be flown. surfaces in the model ordinance.
(2) The environment of the heliport b. Zoning for Compatible Land Use. A
provides few visual surface cues. zoning ordinance may be enacted, or an existing
ordinance modified, to control the use of property
d. Additional Guidance. AC 150/5345-52, within the heliport approach/ departure path
Generic Visual Glideslope Indicators (GVGI), and environment. The ordinance should restrict activities
AC 150/5345-28, Precision Approach Path Indicator to those that are compatible with helicopter
(PAPI) Systems, provide additional guidance. operations.
214.TERMINAL FACILITIES. The heliport Air Rights and Property Easements are options that
terminal requires curbside access for passengers may be used to prevent the encroachment of obstacles
using private autos, taxicabs, and public transit in the vicinity of a heliport.
vehicles. Public waiting areas need the usual
amenities and a counter for rental car services may be
28
Table 2-1. Minimum VFR Safety Area Width as a Function of General Aviation and PPR
Heliport Markings
TLOF perimeter marked: Yes Yes No No

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

10 ft (3 m) ** 20ft (6 m)** 20 ft (6 m) 30 ft (9 m)
OL: Overall length of the design helicopter

RD: Rotor diameter of the design helicopter
** Also applies to PPR heliports when the FATO is NOT marked. The FATO should not be marked if (a)
the FATO (or part of the FATO) is a non-load bearing surface and (b) the TLOF is elevated above the level
of a surrounding load bearing area.
29
September 30, 2004 AC 150/5390-2B
Table 2-2. Taxiway / Taxi Route Dimensions – General Aviation Heliports

Error: Reference source not found
30
Figure 2-1. Essential Features of a General Aviation Heliport:
GENERAL AVIATION
31
September 30, 2004 AC 150/5390-2B
A – Minimum TLOF Width: 1.0 RD

B – Minimum TLOF Length: 1.0 RD
C – Minimum FATO Width: 1.5 OL
D – Minimum FATO Length: 1.5 OL. See paragraph 202b(2) for adjustments for elevation above 1000ft.
E – Minimum separation between the perimeters of the TLOF and the FATO: [0.5 (1.5 OL – 1.0 RD]
F – Minimum Safety Area Width: See Table 2-1

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

GENERAL AVIATION
32
A – Minimum TLOF Width: 1.0 RD
B – Minimum TLOF Length: 1.0 RD
E – Minimum Separation between the perimeters of the TLOF and the FATO: [0.5(1.5 OL - 1.0 RD)]

Figure 2-3. An Elongated FATO with Two Takeoff Positions:

GENERAL AVIATION
33
September 30, 2004 AC 150/5390-2B
FATO Limits
IT
Flush Lights
EX
FATO
Raised TLOF
EXIT
5 Foot (1.5 m) Sa
fety Net
RAMP
FATO Limits
Safety Area
Heliport
Beacon
Lighted Windsock
Caution Helicopter
Landing Area
Authorized
Personnel Only
NOTE: See Figure 2-24, Elevated TLOF Perimeter Lighting, for more detailed view of the safety net and lighting.
Note: See Figure 2-23, Elevated TLOF Perimeter Lighting, for detailed views of the safety net and lighting.
Figure 2-4. Elevated Heliport:

GENERAL AVIATION
34
300 90
Addition to FATO Length in meters

Addition to FATO Length in feet
200 60
100 30
0 0
0 1 2 3 4 5 6
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 2-5. Additional FATO Length for Heliports at Higher Elevations:

GENERAL AVIATION
Figure 2-6. Non-load-bearing FATO and Safety Area:

GENERAL AVIATION
35
September 30, 2004 AC 150/5390-2B
Figure 2-7. VFR Heliport Approach/ Departure and Transitional Surfaces:

GENERAL AVIATION
36
Penetration(s) of A OR B area but not both areas allowed
if marked or lighted and if not considered a hazard
FATO
8:1 Approach/Departure Surface
ace
rture Surf
ach/Depa
8:1 Appro
FATO
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
2:1 Transitional Surface
TLOF
Safety Area
FATO

al Surface
2:1 Transition
ace
ac h /D ep arture Surf
8 :1 Appro
FATO
Protection Zone
280 ft [85 m]
At Ground Level
Figure 2-9. Protection Zone:

GENERAL AVIATION
38
NOTE: See Table 2-2 for Taxiway/Taxi Route Dimensions
Figure 2-10. Taxiway/Taxi Route Relationship - Paved Taxiway:

GENERAL AVIATION
39
September 30, 2004 AC 150/5390-2B
Figure 2-11. Taxiway/Taxi Route Relationship - Unpaved Taxiway with Raised Edge Markers:
GENERAL AVIATION
40
Figure 2-12. Taxiway/Taxi Route Relationship - Unpaved Taxiway with Flush Edge Markers:
GENERAL AVIATION
41
September 30, 2004 AC 150/5390-2B
Figure 2-13. Raised Taxiway Edge Marker:

GENERAL AVIATION
42
Painted FATO Edge Marking
Painted TLOF Edge Marking
Approach/Departure Surface Approach/Departure Surface
FATO
Safety Area
Taxi Route Width
1/3 RD
Arc Generated by the Tail Rotor
Solid Parking
Position Centerline
1 RD Circle See Note 3 See Figure 2-17
Dashed Extended Parking

Position Centerline
NOTES:
1. For simplicity, some markings haveNotes: not been shown on this figure such as parking position identifier,
passenger walkway, and rotor diameter of the
1. For simplicity, somelargest helicopter
markings have thatonthe
not been shown FATO/TLOF
this figure (such as parkingor the parking
position is designed to accommodate.position identifier, passenger walkway, and rotor diameter of the largest helicopter that
the FATO/TLOF or the parking position is designed to accommodate.
2. The design of these parking positions is based on the presumption that the helicopter may pivot about the
2. The design of these parking positions is based on the understanding that the helicopter
mast prior to exiting the parking position.
may pivot about the mast prior to exiting the parking position.
3. The minimum recommended clearance 3. Minimumbetween
Recommended the arcs generated
Clearance between the arcs by the tail
generated rotor:
by the tail rotor:
Hover taxi operations: 1/3 RDHover taxi operations: 1/3 RD but not less then 10 ft [3 m]
Ground Taxi Operations: 10 ft [3 m]
Ground taxi operations: 10 ft (3 m)
Figure 2-14. Parking Area Design - “Turn-around” Parking Positions:

GENERAL AVIATION
43
September 30, 2004 AC 150/5390-2B
FATO
Safety Area
Taxi Route Width
See Note 3
NOTES: Notes:
1. For simplicity, some markings have not been shown on this figure such as parking position
1. For simplicity, some markings have not been shown on this figure (such as parking position
identifier, passenger walkway, and rotor diameter of the largest helicopter that the FATO/TLOF
identifier, passenger walkway, and rotor diameter of the largest helicopter that the FATO/TLOF or
or the parking position is designed to accommodate).
2. The Parking area is designed so that the helicopters exit taxing forward.
the parking position is designed to accommodate.
3. Minimum Recommended Clearance between the arc generated by the tail rotor:
2. The minimum Hoverrecommended
taxi operations: 1/3 RD but clearance
not less then 10 ft [3between
m] parking positions:
Hover taxi operations: 1/3 RD
Figure 2-15. Parking Area Design - “Taxi-through” Parking Positions:

GENERAL AVIATION
44
1/2 RD
See Figure 2-17
See Note 3
NOTES: Notes:
1. For simplicity, some markings have not

1. For beensomeshown
simplicity, on not
markings have thisbeenfigure such
shown on this figureas
as parking position identifier, passenger walkway, and rotor diameter of
parking position identifier,
(such
passenger walkway, and rotor diameter of

the largest the largest
helicopter helicopter
that the FATO/TLOF that
or the parking the
positionFATO/TLOF
is or the parking
designed to accommodate.
position is designed to accommodate.
2. The design of these parking positions is based on the understanding that
2. The design of these parking positions is based
the helicopter onabout
may pivot thethepresumption that
mast prior to exiting the the
parking helicopter may pivot about the
position.

3. Minimum Recommended Clearance between the arcs generated by the
tail rotor:
3. The minimum recommended clearance Hoverbetween
taxi operations:the
1/3 RDarcs
but notgenerated by the tail rotor:
less then 10 ft [3 m]
Figure 2-16. Parking Area Design - “Back-out” Parking Positions:

GENERAL AVIATION
45
September 30, 2004 AC 150/5390-2B
Dashed Extended Parking Dashed Extended Parking

Position Centerline Position Centerline
Security Fence Caution Sign at Gate Caution Sign at Gate
Fire Fire
Extinguisher Extinguisher
Security Fence
Passenger Walkway
Passenger Walkway
1 R
1 R
D
D
P a r k
P a r k
r
r
A r
o
A
t
r
o
c
o
i n
i n
c
R
R
g
g
C G C
G
i e i
l
e
r c r c
l
l e l e
n
i
n
e
i
e a a
r T r T
a a
t
t e d b y e d b y
Parking Position Identifier Parking Position Identifier

(Letter or Number) (Letter or Number)
B C
Largest Rotor Diameter the Parking Largest Rotor Diameter the Parking
Position Will Accommodate Position Will Accommodate
Minimum Recommended Clearance Between the Arcs Generated

by the Tail Rotor, Objects and Buildings:
Hover Taxi Operations: 1/3 RD but not less then 10 ft [3.05 m]
Ground Taxi Operations: 10 ft (3.05 m)
NOTE : The design of this parking position is on the understanding

that the helicopter may pivot about the mast prior to exiting the
parking Position.
Figure 2-17. Parking Position Marking:

GENERAL AVIATION
46
Figure 2-18. Parking Position Identification, Size and Weight Limitations:
GENERAL AVIATION
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September 30, 2004 AC 150/5390-2B
NOTES:
1. The perimeter of the TLOF and/or the FATO should be marked.
2. Paved or hard surfaced TLOF perimeters should be defined with a continuous, 12-inch-wide
(30 cm), white line
3. The perimeter of a paved FATO should be defined with a 12-inch-wide (30 cm) dashed white line
(See detail A).
4. Rotor diameter and weight limitation markings are not shown for simplicity.
5. See Figure 2-22 for the dimensions of the H.
Figure 2-19. Paved TLOF/Paved FATO - Marking:
GENERAL AVIATION
48
Detail A FATO Inground Marking Detail
NOTES:
2. The perimeter of a paved or hard surfaced TLOF should be defined with a continuous, white line.
3. The perimeter of an unpaved FATO should be defined with flush, in-ground markers. (See detail A.)
Figure 2-20. Paved TLOF/Unpaved FATO - Marking:

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September 30, 2004 AC 150/5390-2B
NOTES:
1. The perimeter of the TLOF and/or the FATO should be marked
2. The perimeter of an unpaved TLOF should be defined with a series of flush, in-ground markers.
(See detail A.)
3. The perimeter of an unpaved FATO should be defined with flush, in-ground markers. (See
detail B.)
Figure 2-21. Unpaved TLOF/Unpaved FATO - Markings:
GENERAL AVIATION
50
0.66A
0.07A
0.02A
See Detail A
A
0.14A
Letter Height (A)

is the Lesser of
0.6 TLOF Length
1.2 TLOF Width
No weight limit
Takeoff weight of
design helicoptor
5" [12.7cm]
9'-0" [2.8m]
Maximum Rotor Diameter
6'-9" [2.0m]
Alternate marking with no weight restrictions
Detail A TLOF size/weight limitation 'box'
Notes:
1. See Appendix 3 for the form and proportion of the numbers used in the "TLOF Size and Limitation Box"
2. The "H" should be located in the center of the TLOF and orientated on the axis of the preferred
approach/departure path,
3. The height of the "H" is limited to 60 ft [18.3m] for Public Use General Aviation Heliports. For PPR heliports
the "H" may be limited to 10ft [3m].
4. "12" indicates the maximum takeoff weight (12,000 pounds) of the TLOF design helicopter, in units of thousands of pounds.
5. "44" indicates the rotor diameter of the largest helicopter (44 foot rotor diameter) for which the TLOF is designed.
Figure 2-22. Standard Heliport Identification Symbol, TLOF Size and Weight
Limitations:
GENERAL AVIATION
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September 30, 2004 AC 150/5390-2B
Windsock Removed
Painted H Marking Crossed Out

With A Yellow "X" Marking
FATO Edge Marking Removed
Figure 2-23. Marking a Closed Heliport:

GENERAL AVIATION
Figure 2-24. Elevated TLOF - Perimeter Lighting:

GENERAL AVIATION
52
NOTE:
1. Flush FATO and TLOF perimeter lights may be installed inside or outside within 1-foot of the FATO and
TLOF respective perimeters.
Figure 2-25. FATO/TLOF Flush Perimeter Lighting:

GENERAL AVIATION
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September 30, 2004 AC 150/5390-2B
NOTE:
1. Flush TLOF perimeter lights may be installed inside or outside within 1-foot of the TLOF perimeter.
2. Raised FATO lights may be installed 10-feet outside the FATO perimeter.
Figure 2-26. TLOF Flush and FATO Raised Perimeter Lighting:

GENERAL AVIATION
54
FATO
TLOF
15 ft (4.6 m)
Not less than
20 ft (6 m)
or more than 15 ft (4.6 m)
60 ft (18 m)
15 ft (4.6 m)
15 ft (4.6 m)
NOTE: Yellow omni-directional lights
Figure 2-27. Landing Direction Lights:

GENERAL AVIATION
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September 30, 2004 AC 150/5390-2B
Figure 2-28. Airspace Where Marking and Lighting are Recommended:

GENERAL AVIATION
56
Figure 2-29. Caution Sign:

GENERAL AVIATION
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September 30, 2004 AC 150/5390-2B
Figure 2-30. Visual Glideslope Indicator Siting and Clearance Criteria:

GENERAL AVIATION
58
TRANSPORT HELIPORTS
300.GENERAL. A transport heliport is intended to 301.TOUCHDOWN AND LIFT-OFF AREA

accommodate air carrier operators providing (TLOF).
scheduled or unscheduled service with large
helicopters. This chapter contains standards and a. TLOF Location. The TLOF of a transport
recommendations for designing such a facility. heliport is normally at ground level but may be
Figure 3-1 illustrates a typical transport heliport. developed with the TLOF located on a pier or, when
carefully planned, on the roof of a building. The
The heliport consists of a touchdown and lift-off area TLOF is centered on the major axis of the final
(TLOF) surrounded by a final approach and takeoff approach and takeoff area (FATO).
area (FATO). A safety area is provided around the
FATO. The relationship of the TLOF to the FATO b. TLOF Size.
and the Safety Area is shown in Figure 3-2. A FATO
may NOT contain more than one TLOF. (1) Minimum Dimension. The TLOF
should be a square or rectangular surface whose
a. Appropriate approach/ departure minimum length and width should be 1.0 times the
airspace, to allow safe approaches to and departures rotor diameter (RD) of the design helicopter but not
from landing sites is required. See Paragraph 304. less than 50 feet (15.2 m).
b. Flight Manual Considerations. Where (2) Elongated TLOF: An elongated TLOF

helicopter flight manuals specify the minimum size can provide an increased safety margin and greater
required for operations in intended at the facility, the operational flexibility. An elongated TLOF may
size should be taken into account in the design of the contain a landing position located in the center and
facility. two takeoff positions located at either end as
illustrated in Figure 3-3. The landing position should
c. Heliport Site Selection. Public agencies have a minimum length of 1.0 times the RD of the
and others planning to develop a transport heliport design helicopter.
are encouraged to select a site capable of supporting
both instrument operations and future expansion. NOTE: If an elongated TLOF is provided an
elongated FATO will also be required. See Figure
d. When a heliport is served by aircraft with 3-3.
seats for more than 30 passengers, the heliport
operator is required to have an FAA certificate issued c. Ground-level TLOF Surface
under 14 CFR Part 139, Certification and Operations: Characteristics. The entire TLOF should be load
Land Airports Serving Certain Air Carriers. A bearing. The TLOF should be capable of supporting
Part 139 certificate is also required if any Part 121 the dynamic loads of the design helicopter (Paragraph
Operating Requirements; Domestic, Flag and 806b). The TLOF should be constructed of Portland
Supplemental Operations passenger operations are to Cement Concrete (PCC). (An asphalt surface is not
be conducted at the heliport. recommended.) The pavement should have a
broomed surface that provides a skid-resistant surface
NOTE: If tiltrotor operations are contemplated, for helicopters and non-slippery footing for people.
criteria in AC 150/5390-3, Vertiport Design, are
applicable. d. Rooftop and Other Elevated TLOFs.
Elevated TLOFs and any supporting TLOF structure
NOTE: The design recommendations given in this should be capable of supporting the dynamic loads of
Chapter are based on the presumption that there will the design helicopter (Paragraph 806b).
never be more than one helicopter within the FATO
and the associated safety area. If there is a need for
(1) TLOF Surface Characteristics. Rooftop
more than one TLOF at a heliport, each TLOF
and other elevated heliport TLOFs should be
should be located within its own FATO and within its
constructed of metal or concrete (or other materials
own Safety Area.
subject to local building codes). TLOF surfaces
59
September 30, 2004 AC 150/5390-2B
should have a broomed pavement or other roughened (1) Elevation. The FATO should be
finish that provides a skid-resistant surface for elevated above the level of any obstacle, in the Safety
helicopters and non-slippery footing for people. Area, that can not be removed. (Exception: This
does not apply to frangibly mounted objects that, due
e. TLOF Gradients. Recommended TLOF to their function, must be located within the Safety
gradients are defined in Chapter 8. Area (see paragraph 303d).)
302.FINAL APPROACH AND TAKEOFF AREA. (2) Obstructions. Elevator penthouses,

A transport heliport should have at least one FATO. cooling towers, exhaust vents, fresh air vents, and
The FATO should contain a TLOF within its borders other raised features can impact heliport operations.
at which arriving helicopters terminate their Helicopter exhausts can impact building air quality if
approach, and from which departing helicopters take the heliport is too close to fresh air vents. These
off. issues should be resolved during facility design. In
addition, control mechanisms should be established
a. FATO Location. The FATO of a transport to ensure that obstruction hazards are not installed
heliport is normally at ground level but may be after the heliport is operational.
developed on a pier or, when carefully planned, on
the roof of a building. (3) FATO Surface Characteristics. Rooftop
and other elevated heliport FATOs should be
b. FATO Size. FATOs are rectangular surfaces constructed of metal or concrete (or other materials
with the long axis aligned with the preferred flight subject to local building codes). FATO surfaces
path. See Paragraph 304. should have a non-slippery footing for people.
(1) FATO Width. The minimum width of a (4) Safety Net. When the FATO is on a
FATO should be at least 2.0 RD but not less than platform elevated more than 30 inches (76 cm) above
100 feet (30.5 m). its surroundings, a safety net, not less than 5 feet (1.5
m) wide, should be provided. A railing or fence
(2) FATO Length. The minimum length of should not be used since it would be a safety hazard
the FATO should be 2.0 RD but not less than 200 feet during operations. The safety net should have a load-
(61 m). At elevations well above sea level, a longer carrying capability of 50 lb/ft2 (244 kg/m2). The net,
FATO can provide an increased safety margin and as illustrated in Figure 3-20, should not project above
greater operational flexibility. The additional FATO the level of the FATO. Both the inside and outside
length that should be used is depicted in Figure 3-4. edges of the safety net should be fastened to a solid
structure.
(3) The minimum distance between the (5) Ramp Access. Heliports should provide
TLOF perimeter and the FATO perimeter should be access to and from the FATO via a ramp in order to
not less than the distance [0.5 x (1.5 OL – 1RD)], accommodate individuals with disabilities. OSHA
where OL is the overall length and RD is the RD of requires two separated access points for an elevated
the design helicopter. FATO. For a transport heliport, ramp access should
be provided at both points. If stairs are used as a
c. FATO Surface Characteristics. The entire third access point, they should be built in compliance
FATO should be load bearing capable of supporting with regulations 29 CFR 1910.24. However, inside
dynamic loads of the design helicopter. (See the FATO, any handrails should not extend above the
paragraph 806b). If it is unpaved, the FATO should elevation of the TLOF.
be treated to prevent loose stones and any other
flying debris caused by rotor wash. The portion of (6) Ramp Design. The ramp surface should
the FATO abutting the TLOF should be continuous provide a slip-resistant surface. The slope of the
with the TLOF and the adjoining edges should be at ramp should be no steeper than 12:1 (12 units
the same elevation. horizontal in 1 unit vertical). The width of the ramp
should be not less than 6 feet (1.8 m) wide. The ramp
d. Rooftop and Other Elevated FATOs. should be built in compliance with state and local
Elevated FATOs and any FATO supporting structure requirements and with regulations Appendix A of 49
should be capable of supporting the dynamic loads of CFR Part 37, Transportation Services for Individuals
the design helicopter (Paragraph 806b). with Disabilities, Section 4.8. However, inside the
FATO, any handrails should not extend above the
elevation of the TLOF. There should be a safety net
60
on the edges of the ramp where a handrail complying avoid the risk of catching a helicopter skid or wheel.
with Appendix A of 49 CFR 37, Section 4.8 is not The Safety Area should be treated to prevent loose
provided. stones and any other flying debris caused by rotor
wash.
e. Mobile Objects Within the FATO and the
Safety Area. The FATO/Safety Area design f. Safety Gradients. Recommended Safety
recommendations of this AC are based on the Area gradients are defined in Chapter 8.
assumption that the TLOF is closed to other aircraft if
a helicopter or other mobile object is within the 304.VFR APPROACH/ DEPARTURE PATHS.
FATO or the associated Safety Area. The purpose of approach/ departure airspace, is to
provide sufficient airspace clear of hazards to allow
f. FATO/FATO Separation. If a heliport has safe approaches to and departures from landing sites
more than one FATO, the separation between the
perimeters of two FATOs should be such that the a. Number of Approach/ Departure Paths.
respective Safety Areas do not overlap. This During approach and departure operations, flight into
separation is based on the assumption that the wind is the ideal operation condition. Crosswind
simultaneous approach/ departure operations will not operations are acceptable within certain limitations.
take place. Heliports should be designed so pilots can choose an
approach/ departure path that avoids downwind
NOTE: If simultaneous operations are planned, conditions and crosswind operations are kept to a
greater separation will be required. minimum. To accomplish this under varying wind
conditions, a heliport should have more than one
g. FATO Gradients. Recommended FATO approach/ departure path and the preferred flight
gradients are defined in Chapter 8. approach/ departure path should, to the extent
feasible, be aligned with the predominate wind
303.SAFETY AREA. A Safety Area surrounds a direction. Other approach/ departure paths should be
FATO and should be cleared of all obstacles except based on the assessment of the prevailing winds or
small, frangible objects that, because of their when this information is not available the separation
function, must be located there. between such flight paths should be at least 135
degrees. See Figure 3-6.
a. Safety Area Width. A Safety Area should
extend outward on all sides of the FATO for a b. VFR Approach/ Departure Surfaces. An
distance not less than 30 feet (9 m). approach/ departure surface is centered on each
approach/ departure path. Figure 3-6 illustrates the
b. IFR Safety Area Width. RESERVED. approach/ departure and transitional surfaces that
should be free of penetrations.
c. Mobile Objects Within the Safety Area.
See paragraph 302e. The approach / departure path starts at the edge of the
FATO and slopes upward at 8:1 (8 units horizontal in
d. Fixed Objects Within a Safety Area. No 1 unit vertical) for a distance of 4000 ft (1219 m)
fixed object should be permitted within a Safety Area where the width is 500 ft (152 m) at a height of 500 ft
except for frangibly mounted objects that, due to their (152 m) above the elevation of TLOF surface.
function, must be located there. Those objects whose
functions require them to be located within the Safety The transitional surfaces start from the edges of the
Area should not exceed a height of 8 inches (20 cm) FATO parallel to the flight path center line, and from
above the elevation of the FATO perimeter nor the outer edges of approach/ departure surface, and
penetrate the approach/ departure surfaces or extend outwards at a slope of 2:1 (2 unit horizontal in
transitional surfaces. 1 units vertical) for a distance of 250 ft (76 m) from
the centerline. The transitional surfaces start at the
e. Safety Area Surface. This Safety Area edge of the FATO opposite the approach/ departure
need not be load bearing. Figure 3-5 depicts a Safety surfaces and extends to the end of the approach/
Area extending over water. If the Safety Area is load departure surface. See Figure 3-6.
bearing, the portion abutting the FATO should be
continuous with the FATO and the adjoining edges c. Marking and Lighting of Objects that Are
should be at the same elevation. This is needed to Difficult to See. See paragraph 311.
61
September 30, 2004 AC 150/5390-2B
d. Control of Obstructions. Control (2) Pilots should be able to see a windsock

mechanisms should be established to ensure that from the TLOF.
obstruction hazards are not introduced after a heliport
is operational. Heliport operators should maintain a (3) To avoid presenting an obstruction
list of the GPS coordinates and the peak elevation of hazard, the windsock should be located outside the
obstacles in the vicinity of the heliport and its Safety Area, and it should not penetrate the approach/
approach and departure paths. Particular attention departure or transitional surfaces.
should be given to any obstacles that need to be
marked or lighted. Heliport operators should (4) At many landing sites, there may be no
reexamine obstacles in the vicinity of approach/ single, ideal location for the windsock. At other sites,
departure paths on at least an annual basis. This it may not be possible to site a windsock at the ideal
reexamination should include an appraisal of the location. Consequently, more than one windsock
growth of trees in close proximity to approach and may be required in order to provide the pilot with all
departure paths. Paragraph 108 provides guidance on the wind information needed for safe operations.
how to identify and mitigate hazards to air
navigation. c. Windsock Lighting. For night operations,
the windsock should be internally lighted or
e. Curved VFR Approach/ Departure Paths. externally illuminated to ensure that it is clearly
VFR approach/ departure paths may curve in order to visible.
avoid objects or noise-sensitive areas. (More than
one curve in the path is not recommended.) Heliport 307.TAXIWAYS AND TAXI ROUTES. Taxiways
designers are encouraged to use the airspace above and taxi routes should be provided for the movement
public lands, such as freeways or rivers. of helicopters from one part of a landing facility to
another. They provide a connecting path between the
NOTE: In the next revision of this AC, the FAA FATO and a parking area. They also provide a
intends to provide greater detail on the minimum maneuvering aisle within the parking area. A taxi
dimensions of curved approach/ departure airspace. route includes the paved taxiway plus the appropriate
clearances needed on both sides. The relationship
305.PROTECTION ZONE. The protection zone is between a taxiway and a taxi route is illustrated in
the area under the approach/ departure surface Figure 3-8.
starting at the FATO perimeter and extending out for
a distance of 400 feet (122 m), as illustrated in a. Taxiway/Taxi Route Widths. The
Figure 3-7. The heliport proponent should own or dimensions of taxiways and taxi routes are a function
control the property containing the protection zone. of helicopter size and type of taxi operations (ground
This control should include the ability to clear taxi or hover taxi). These dimensions are defined in
incompatible objects and to preclude the Table 3-1.
congregation of people.
NOTE: Normally, the requirement for hover taxi
306.WINDSOCK. dictates the taxiway/taxi route widths. However,
when the fleet comprises a combination of large
a. Specification. A windsock conforming to ground taxiing helicopters and smaller air taxiing
AC 150/5345-27, Specification for Wind Cone helicopters, the larger aircraft may dictate the
Assemblies, should be used to show the direction and taxiway/taxi route widths. If wheel-equipped
magnitude of the wind. The windsock should provide helicopters taxi with wheels not touching the surface,
the best possible color contrast to its background. the facility should be designed with hover taxiway
widths rather than ground taxiway widths.
b. Windsock Location. The windsock should
be located so it provides the pilot with valid wind b. Taxiway and Taxi Route Markings. The
information in the vicinity of the heliport under all centerline of a taxiway should be marked with a
wind conditions. continuous 6- inch wide (15 cm) yellow line. Both
edges of the paved portion of the taxiway should be
(1) The windsock should be sited so it is marked with two continuous 6- inch wide (15 cm)
clearly visible to the pilot on the approach path when yellow lines spaced 6- inches (15 cm) apart.
the helicopter is at a distance of 500 feet (152 m) Figure 3-8 illustrates taxiway centerline and edge
from the TLOF. markings.
62
c. Taxiway to Parking Position Transition range of individual helicopters planned to be parked
Requirements. Taxiway centerline markings should at that position.
continue into parking positions and become the
parking position centerlines. (3) The rotor diameter of the largest
helicopter that the parking position is designed to
d. Surfaces. Taxiways should be paved. The accommodate should be marked (see paragraph
unpaved portions of taxi routes should have a turf 308c(2)).
cover or be treated in some way to prevent dirt and
debris from being raised by a taxiing helicopter’s (4) “Turn-around” parking positions should
rotor wash. be designed as illustrated in Figure 3-9. Details of
the recommended parking position marking are
e. Gradients. Recommended taxiway and taxi shown in Figure 3-10.
route gradients are defined in chapter 8, paragraph
805. (5) “Taxi-through” parking positions should
be designed as illustrated in Figure 3-11.
f. Lighting. See paragraph 310.
(6) “Back-out” parking positions are NOT
308.HELICOPTER PARKING. A transport recommended at transport heliports.
heliport should have a paved apron for parking
helicopters. The size of the apron depends upon the NOTE: Heliport parking areas should be designed
number and size of helicopters to be accommodated. to allow helicopters to be parked in a direction that
Parking positions should be designed to keeps tail rotors as far from passenger walkways as
accommodate the full range of helicopter size and possible.
weights expected at the facility. Parking positions
should support the static loads of the helicopters c. Helicopter Parking Position Marking.
intended to use the parking area (Paragraph 806a). Helicopter parking positions should have the
Separate aprons may be established for specific following markings:
functions such as passenger boarding, maintenance,
and parking of based and transient helicopters. (1) A 12-inch wide (30 cm) solid yellow,
painted line defining a circle of 1.0 RD of the largest
a. Location. Aircraft parking areas should not helicopter that will park at that position (see
lie under an approach/ departure surface. However, Figure 3-12).
aircraft parking areas may lie under the transitional
surfaces. The nearest edge of a parking position (2) The maximum rotor diameter of the
should be located a minimum of ½ RD but not less largest helicopter that the position is designed to
than 30 feet (9.1 m) from the edge of a taxi route. accommodate is indicate (e.g., 49) by numerals. This
marking should be in yellow characters, clearly
b. Size. Parking position sizes are dependent visible, and at least 3 feet (0.9 m) high. (See
upon the helicopter size. The clearances between Figs. 3-12, and Appendix Figure A3-1).
parking positions are dependent upon the type of taxi
operations (ground-taxi or hover/ taxi) and the (3) A 12-inch (30 cm) wide, solid yellow,
intended paths for maneuvering in and out of the painted centerline marking (see Figure 3-12).
parking position.
(4) A 12-inch-wide (30- cm) extended
centerline that the pilot can see when positioned in
(1) If all parking positions are the same
the center of the parking position. This should be a
size, they should be large enough to accommodate the
solid yellow painted line for a “taxi-through” parking
largest helicopter that will operate at the heliport.
position (see Figure 3-11). If the parking position
will not accommodate taxi-through operations, this
(2) When there is more than one parking
extended centerline should be a dashed yellow,
position, the facility may be designed with parking
painted line (see Figs. 3-10 and 3-12). The purpose
positions of various sizes with at least one position
of the extended centerline is to provide the pilot with
that will accommodate the largest helicopter that will
better visual guidance during parking maneuvers.
operate at the heliport. Other parking positions may
be smaller, designed for the size of the individual or
(5) A 6-inch wide (15 cm) solid yellow
shoulder line, perpendicular to the centerline, should
63
September 30, 2004 AC 150/5390-2B
be located so that it is under the pilot’s shoulders f. Fueling. Helicopter fueling is typically
when the main rotor of the largest helicopter for accomplished with the use of a fuel truck or the use
which the position is designed will be entirely within of a specific fueling area with stationary fuel tanks.
the 1.0 RD parking circle (see Figure 3-12). This
shoulder line should extend far enough from the (1) Systems for storing and dispensing fuel
parking position centerline so the pilot can see it on must conform to Federal, state, and local
both sides of the helicopter. requirements for petroleum handling facilities.
Guidance is found in AC 150/5230-4, Aircraft Fuel
(6) Parking position identifications Storage, Handling, and Dispensing on Airports, and
(numbers or letters) should be marked if there is more in appropriate National Fire Protection Association
than one parking position. These markings should be (NFPA) 403, Standard for Aircraft Rescue and Fire
yellow characters that are clearly visible and 3 feet Fighting Services at Airports, and NFPA 418,
(0.9 m) high. (See Figs. 3-12, and Appendix Figure Standards for Heliports.
A3-1).
(2) Fueling locations should be designed
(7) A passenger walkway, as illustrated in and marked to minimize the potential for helicopters
Figure 3-10, should be clearly marked. to collide with the dispensing equipment. Fueling
areas should be designed so there is no object tall
(8) If a parking position has a weight enough to be hit by the main or tail rotor blades
limitation, it should be stated in units of within a distance of 1.0 times the Overall Length
1,000 pounds, as illustrated in Figure 3-12. (A (OL) from the center point of the position where the
number 9 indicates a weight-carrying capability of up helicopter would be fueled. If this is not practical at
to9,000 pounds. Metric equivalents should NOT be an existing facility, long fuel hoses should be
used for this purpose.) This marking should be in installed.
yellow characters that are clearly visible and 3 feet
(0.9 m) high. A bar may be placed under the number (3) Lighting. The fueling area should be
to minimize the possibility of being misread. See lighted if night fueling operations are contemplated.
Figure 3-15, and Appendix Figures A3-1 and A3-2. Care should be taken to ensure that any light poles do
not constitute an obstruction hazard.
d. Passenger Walkways. Passenger
movement in operational areas should be restricted to g. Tie-Downs. Recessed tie-downs
marked walkways. Layout of passenger walkways should be installed to accommodate
should minimize the passenger exposure to various extended or overnight parking of based or
risks during passenger loading and unloading. transient helicopters. Caution should be
Figure 3-10 illustrates one marking scheme. The exercised to ensure that any depression
pavement should be designed so spilled fuel does not associated with the tie-downs should not
drain onto passenger walkways or toward parked have a diameter greater than one-half the
helicopters. Two separated access points are required width of the smallest helicopter landing
for elevated TLOFs. wheel or landing skid anticipated to be
operated on the heliport surface. In
e. Parking Area Size and Clearance addition, tie-down chocks, chains, cables,
Requirements for a Variety of Helicopters and ropes should be stored off the heliport surface to
(Wheeled and Skid-equipped). The more avoid fouling landing gear. Guidance on tie-downs
demanding requirement will dictate what is required can be found in AC 20-35.
at a particular site. Usually, the parking area
requirements for skid-equipped helicopters will be h. Taxiway-to-Parking-Position Transition
the most demanding. However, when the largest Requirements. See paragraph 308c.
helicopter is a very large, wheeled aircraft (e.g., the
S-61), and the skid-equipped helicopters are all much 309.HELIPORT MARKERS AND MARKINGS.
smaller, the parking size requirements for wheeled Markers and/or surface markings should identify the
helicopters may be the most demanding. If wheel- facility as a heliport. Surface markings may be paint,
equipped helicopters taxi with wheels not touching reflective paint, or preformed material.
the surface, parking areas should be designed based Lines/markings may be outlined with a 6-inch wide
on hover taxi operations rather than ground taxi (15 cm) line of a contrasting color to enhance
operations.
64
conspicuity. The following markers and markings
should be used. e. Parking Position Markings. See
paragraph 307.
a. TLOF and FATO Perimeter Markings.
The perimeter of the TLOF and the FATO should be f. Closed Heliport. All markings of a
defined with markers and/or lines. permanently closed heliport, FATO, or TLOF should
be obliterated. If it is impractical to obliterate
(1) TLOFs. The perimeter of a TLOF markings, a yellow X should be placed over the H, as
should be defined with a continuous 12-inch wide illustrated in Figure 3-16. The yellow X should be
(30 cm), white line, as shown in Figure 3-13 and large enough to ensure early pilot recognition that the
Figure 3-14. The perimeter of an unpaved TLOF heliport is closed. The windsock(s) and other visual
should be defined with a series of 12-inch-wide (30 indications of an active heliport should also be
cm) flush, in-ground markers, each approximately 5 removed.
feet (1.5 m) in length with end-to-end spacing of not
more than 6 inches (15 cm). g. TLOF Size Limitations. The TLOF should
be marked to indicate the rotor diameter of the largest
(2) Unpaved FATOs. The perimeter of an helicopter for which it is designed as indicated in
unpaved FATO should be defined with 12-inch wide Figure 3-15. (The rotor diameter should be given in
(30 cm), flush in-ground markers. The corners of the feet. Metric equivalents should NOT be used for this
FATO should be defined and the perimeter markers purpose.) This marking should be centered in the
should be 12 inches in width, approximately 5 feet lower section of a TLOF size/weight limitation ‘box’.
(1.5 m) in length, and with end-to-end spacing of The numbers should be should be 5 ft (1.5 m) high
approximately 5 feet (1 5 m). (See Figure 3-13). (see Appendix A Figure A3-1). The numbers should
be black with a white background. When viewed
(3) Paved FATOs. The perimeter of a from the preferred approach direction, this TLOF
paved FATO should be defined with a 12-inch wide size/weight limitation ‘box’ should be located on the
(30 cm) dashed white line. The corners of the FATO TLOF in the lower right-hand corner, or the on right-
should be defined and the perimeter marking hand side of the H of a circular TLOF.
segments should be 12 inches in width,
approximately 5 feet (1.5 m) in length, and with end- h. Elevated TLOF Weight Limitations. If a
to-end spacing of approximately 5 feet (1.5 m). See TLOF has limited weight-carrying capability, it
Figure 3-14. should be marked with the maximum takeoff weight
of the design helicopter, in units of thousands of
b. Standard Identification Marking. The pounds as indicated in Figure 3-15 (A numeral 21
standard identification marking is intended to identify indicates a weight-carrying capability of up to
the location as a heliport, to mark the TLOF, and to 21,000 pounds. Metric equivalents should NOT be
provide visual cues to the pilot. A white “H” marking used for this purpose.) This marking should be
should mark the TLOF. The proportions and layout centered in the upper section of a TLOF size/weight
of the letter H are illustrated in Figure 3-15. The limitation ‘box’. The numbers should be 5 ft (1.5 m)
height of the H is limited to 75 feet (22.9m). The H high (see Appendix A Figure A3-2). The numbers
should be oriented on the axis of the preferred should be black with a white background. If the
approach/ departure path. A bar may be placed under TLOF does not have a weight limit, a diagonal line,
the H when it is necessary to distinguish the preferred extending from the lower left hand corner to the
approach/ departure direction. Arrows and/or landing upper right hand corner, should be added to the upper
direction lights (see paragraph 310e) may also be section of the TLOF size/weight limitation ‘box’.
used to indicate one or more preferred approach/ (See Figure 3-15) When viewed from the preferred
departure paths. approach direction, this TLOF size/weight limitation
‘box’ should be located on the TLOF in the lower
c. Taxiway and Taxi Route Markings. See right-hand corner.
paragraph 307.
i. Equipment/Object Marking. Heliport
d. Apron Markings. In addition to the maintenance and servicing equipment, as well as
taxiway and parking position markings, the yellow other objects used in the airside operational areas,
(double) taxiway edge lines should continue around should be made conspicuous with paint, reflective
the apron to define its perimeter. Figures 3-9 and 3- paint, reflective tape, or other reflective markings.
11 illustrate apron markings.
65
September 30, 2004 AC 150/5390-2B
Particular attention should be given to marking

objects that are hard to see in marginal visibility, such d. Ground FATO Perimeter Lights. Green
as at night, heavy rain, or in fog. lights should define the limits of the FATO. A light
should be located at each corner with additional lights
j. Marking Obstructions Outside the uniformly spaced between the corner lights with a
Approach/ Departure Airspace. See paragraph 311. maximum interval of 25 feet (8 m) between lights. A
circular pattern of FATO perimeter lights is not
k. Marking Proportions. See Appendix 3 for recommended.
guidance on the proportions of painted numbers.
(1) If flush lights are used, they should be
310.HELIPORT LIGHTING. For night operations, located within 1 foot (30 cm) inside or outside of the
the TLOF, the FATO, taxiways, taxi routes, and the FATO perimeter. (See Figure 3-18).
windsock need to be lighted. AC 150/5340-28, Low
Visibility Taxiway Lighting System; AC 150/5340-24, (2) If raised light fixtures are used, they
Runway and Taxiway Edge Lighting System; and AC should be no more than 8 inches (20 cm) high, should
150/5345-46, Specification for Runway and Taxiway be located 10 feet (3 m) out from the FATO
Light Fixtures, contain technical guidance on lighting perimeter, and should not penetrate a horizontal plane
equipment and installation details. Heliport lighting at the FATO elevation by more than 2 inches (5 cm).
ACs are available at http://faa.gov/arp.
See Figure 3-19.
a. Ground-level TLOF Perimeter Lights.
Flush green lights should define the TLOF perimeter. e. Elevated FATO–Perimeter Lights. The
A minimum of four flush light fixtures is FATO perimeter should be lit with green lights. If
recommended per side of a square or rectangular flush lights are used, they should be located within 1
TLOF. A light should be located at each corner with foot (inside or outside) of the FATO edge. If raised
additional lights uniformly spaced between the corner omni-directional lights are used, they should be
located on the outside edge of the FATO or outside
lights, with a maximum interval of 25 feet (8 m) edges of the safety net, as shown in Figure 3-20. The
between lights. Flush lights should be located within raised lights should not penetrate a horizontal plane at
1 foot (30 cm) inside or outside of the TLOF the FATO/TLOF elevation. In areas where it snows
perimeter. Figures 3-18 and 3-19 illustrate this in the winter, the outside edge is the preferred
lighting. location. (Lights on the inside edge of the safety net
are prone to breakage during snow removal.)
b. Elevated TLOF Perimeter Lights. The Lighting on the outside edge also provides better
TLOF perimeter should be lit with flush green lights visual cues to pilots at a distance from the heliport
located within 1 foot inside or outside of the TLOF since they outline a larger area.
edge. If raised omni-directional lights are used they
should be located on the outside edge of the TLOF or f. Landing Direction Lights. Landing
the outer edge of the safety net as shown in Figure 3- direction lights are an optional feature to be installed
20. The raised lights should not penetrate a when it is necessary to provide directional guidance.
horizontal plane at the TLOFs elevation by more than Landing direction lights are a configuration of five
2 inches (5 cm). In areas where it snows in the yellow, omni-directional L-861 lights on the
winter, the outside edge is the preferred location. centerline of the preferred approach/ departure path.
(Lights on the outside edge of the TLOF are prone to These lights are spaced at 15-feet (4.6 m) intervals
breakage during snow removal.) Lighting on the beginning at a point not less than 30 feet (9 m) and
outside edge also provides better visual cues to pilots not more than 60 feet (18 m) from the TLOF
at a distance from the heliport since they outline a perimeter and extending outward in the direction of
larger area. the preferred approach/ departure path, as illustrated
in Figure 3-21.
c. Optional TLOF Lights. An optional
feature is a line of 7 white, flush L-850A lights g. Taxiway and Taxi Route Lighting. Flush
spaced at 5-feet (1.5 m) intervals installed in the green lights define taxiway centerlines. Blue omni-
TLOF pavement. These lights are aligned on the directional lights define the edges of the taxiway.
centerline of the approach course to provide close-in
directional guidance and improve TLOF surface (1) Taxiway Centerline Lights. Taxiway
definition. These lights are illustrated in Figure 3-17. centerlines are defined with flush L-852A bi-
66
directional lights for straight segments and L852B discusses the marking lighting of obstructions in
lights for curved segments. These lights should be close proximity but outside the approach/ departure
spaced at 50-foot (15 m) longitudinal intervals on airspace.
straight segments and at 25-foot (7.5 m) intervals on
curved segments with a minimum of four lights a. Background. Unmarked wires, antennas,
needed to define the curve. Retroreflective markers poles, cell towers, and similar objects are often
are NOT recommended. difficult to see, even in the best daylight weather, in
time for a pilot to successfully take evasive action.
(2) Taxiway Edge Lights. Flush L-861T While pilots can avoid such objects during en route
omni-directional blue lights should be used to mark operations by flying well above them, approaches and
the edges of a paved taxiway. These lights should be departures require operation near the ground where
spaced at 50-feet (15 m) longitudinal intervals on obstacles may be in close proximity.
straight segments and at 25-foot (7.5 m) intervals on
curved segments with a minimum of four lights b. Airspace. If difficult-to-see objects
needed to define the curve. Retroreflective markers penetrate the object identification surfaces illustrated
are NOT recommended. in Figure 3-22, these objects should be marked to
make them more conspicuous. If operations are
h. Heliport Identification Beacon. A heliport conducted at a heliport between dusk and dawn, these
identification beacon should be installed. The difficult-to-see objects should be lighted. Guidance
beacon, flashing white/green/yellow at the rate of on marking and lighting objects is contained in AC
30 to 45 flashes per minute, should be located on or 70/7460-1, Obstruction Marking and Lighting. The
close to the heliport. Guidance on heliport beacons is object Identification surfaces in Figure 3-22 can also
found in AC 150/5345-12, Specification for Airport be described as follows:
and Heliport Beacon.
(1) In all directions from the Safety Area
i. Floodlights. Floodlights may be used to except under the approach/ departure paths, the safety
illuminate the parking apron. To eliminate the need surface starts at the Safety Area perimeter and
for tall poles, these floodlights may be mounted on extends out horizontally a distance of 100 feet
adjacent buildings. Care should be taken, however, (30 m).
to place floodlights clear of the TLOF, the FATO, the
Safety Area, and the approach/ departure surfaces and (2) Under the approach/ departure surface,
any required transitional surfaces. Care should be the object identification surface starts from the
taken to ensure that floodlights and their associated outside edge of the FATO and extends horizontally
hardware do not constitute an obstruction hazard. out for a distance of 800 feet (244 m). From this
Floodlights should be aimed down and provide a point, the object identification surface extends out for
minimum of 3-foot candles (32 lux) of illumination an additional distance of 3,200 feet (975 m) while
on the apron surface. Floodlights that might interfere rising on a 8:1 slope (8 unit horizontal in 1 units
with pilot vision during takeoff and landings should vertical). From the point 800 feet (244 m) from the
be capable of being turned off. FATO perimeter, the object identification surface is
100 feet (30.5 m) beneath the approach/ departure
j. Lighting of Obstructions. See surface.
paragraph 311.
(3) The width of the object identification
k. Heliports at Airports. When a heliport on surface increases as a function of distance from the
an airport is sited in close proximity to a taxiway, Safety Area. From the Safety Area perimeter, the
there may be a concern that the green taxiway object identification surface extends laterally to a
centerline lights could be confused with the TLOF or point 100 feet (30 m) outside the Safety Area
FATO perimeter lights. In such cases, yellow lights perimeter. At the upper end of the surface, the object
may be used as an alternative color for marking the identification surface extends laterally 200 feet
TLOF and the FATO. (61 m) on either side of the approach/ departure path.
311. MARKING AND LIGHTING OF c. Shielding of Objects. If there are a number

OBSTRUCTIONS. The marking and lighting of of obstacles in close proximity, it may not be
obstructions within the approach/ departure airspace necessary to mark all of them if they are shielded. To
is discussed in paragraph 108b(3). This paragraph meet the shielding guidelines a object would be
shielded by existing structures of a permanent and
67
September 30, 2004 AC 150/5390-2B
substantial character or by natural terrain or c. Turbulence. Air flowing around and over
topographic features of equal or greater height, and buildings, stands of trees, terrain irregularities, etc.
would be located in the congested area of a city, can create turbulence that may affect helicopter
town, or settlement where it is evident beyond all operations. FAA Technical Report FAA/RD-84/25,
reasonable doubt that the structure so shielded will Evaluating Wind Flow Around Buildings on Heliport
not adversely affect safety in air navigation. Placement (Reference 41 of Appendix 4 addresses the
Additional guidance on this topic may be found in 14 wind’s effect on helicopter operations). The
CFR Part 77.15(a), Construction or alterations not following actions may be taken in selecting a site to
requiring notice. minimize the effects of turbulence: The Technical
Report is available from the National Technical
312.SAFETY CONSIDERATIONS. Information Service (NTIS) web site
http://www.ntis.gov/.
Some safety enhancements to be considered in the
design of a heliport are discussed below. Other areas (1) Ground-Level Heliports. Helicopter
such as the effects of rotor downwash may need to be operations from sites immediately adjacent to
addressed based on site conditions and the design buildings trees and other large objects are subjected
helicopter. to air turbulence effects caused by such features.
Therefore, locate the landing and takeoff area away
a. Security. The operational areas of a heliport from such objects in order to minimize air turbulence
need to be kept clear of people, animals, and vehicles. in the vicinity of the FATO and the approach/
departure paths.
(1) Safety Barrier. At ground-level
transport heliports, the heliport owner or operator (2) Elevated Heliports. Elevating heliports
should erect a safety barrier around the helicopter 6 feet (1.8 m) or more above the level of the roof will
operational areas. This barrier may take the form of a generally minimize the turbulent effect of air flowing
fence or a wall. It should be no closer to the over the roof edge. While elevating the platform
operation areas than the outer perimeter of the Safety helps reduce or eliminate the air turbulence effects, a
Area. Barriers should not penetrate any approach/ safety net may be required (see paragraph 302d (4)).
departure (primary or transitional) surface. Thus, in
the vicinity of the approach/ departure paths, the d. Communications. A UNICOM radio may
barrier may need to be well outside the outer be used to provide arriving helicopters with heliport
perimeter of the Safety Area. and traffic advisory information but may not be used
to control air traffic. The Federal Communications
(2) Any barrier should be high enough to Commission (FCC) should be contacted for
present a positive barrier to persons inadvertently information on UNICOM licensing.
entering an operational area and yet low enough to be
non-hazardous to helicopter operations. e. Weather Information. An AWOS
measures and automatically broadcasts current
(3) Access to airside areas should be weather conditions at the heliport site. When an
through controlled and locked gates and doors. Gates AWOS is installed, it should be located at least
and doors should display a cautionary sign similar to 100 feet (30.5 m) and not more than 700 feet (213 m)
that illustrated in Figure 3-23. from the TLOF perimeter. Locate the AWOS so the
instruments will NOT be affected by rotor wash from
b. Rescue and Fire Fighting Services. State helicopter operations. Guidance on AWOS systems
and local rescue and fire fighting regulations vary. is found in AC 150/5220-16, Automated Weather
Heliports should meet the criteria of NFPA Observing Systems (AWOS) for Non-Federal
Pamphlet 418, Standards for Heliports, and NFPA Applications.
Pamphlet 403, Standard for Aircraft Rescue and Fire-
fighting Services at Airports. A fire hose cabinet or f. Winter Operations. Swirling snow raised
extinguisher should be provided at each access gate by a helicopter’s rotor wash can cause the pilot to
and each fueling location. At elevated TLOF/FATOs, lose sight of the intended landing point. Swirling
fire hose cabinets, fire extinguishers, and other fire snow on takeoff can hide objects that need to be
fighting equipment should be located adjacent to, but avoided. At least the TLOF, the FATO, and as much
below the level, of the TLOF/FATO. NFPA standards of the Safety Area as practical, should be kept free of
are available at the NFPA web site snow. Heliport design should take into account the
http://www.nfpa.org/catalog/home/index.asp. methods and equipment to be used for snow removal.
68
The heliport design should allow the snow to be and functional. AC 150/5360-9, Planning and
removed sufficiently so that the snow will not present Design of Airport Terminal Building Facilities at
an obstruction hazard to either the tail rotor or the Non-Hub Locations, contains guidance on designing
main rotor. Guidance on winter operations is found terminal facilities. The AC is available at the FAA
in AC150/5200-30, Airport Winter Safety and library web site:
Operations. (Exception: In cases where the FATO is http://www.airweb.faa.gov/Regulatory_and_Guidanc
much larger than the minimum requirement, it may e__Library.
not be necessary to clear all of this additional area.)
Unless screening was carried out at the helicopter
313.VISUAL GLIDESLOPE INDICATORS passengers’ departure location, Transportation
(VGI). A VGI provides pilots with visual course and Security Administration regulations may require that
descent cues. The lowest on-course visual signal a screening area and/or screening be provided before
must provide a minimum of 1 degree of clearance passengers enter the airport's secured areas. Multiple
over any object that lies within 10 degrees of the helicopter parking positions and/or locations may be
approach course centerline. needed in the terminal area to service helicopter
passenger and/or cargo inter connecting needs.
a. The optimal location of a VGI is on the Information about passenger screening is available at
extended centerline of the approach path at a distance Transportation Security Administration web site
that brings the helicopter to a hover between 3 and http://www.tsa.gov/public/.
8 feet (0.9 to 2.4 m) above the TLOF. Figure 3-24
illustrates VGI clearance criteria. 315.ZONING AND COMPATIBLE LAND USE.
Where state and local statutes permit, a transport
b. Control of the VGI. There may be merit in heliport sponsor is encouraged to develop and
making operation of the visual glideslope indicator promote the adoption of the following zoning
controllable from the approaching helicopter to measures to ensure that the heliport will continue to
ensure that it is “on” only when required. be available for public use as well as to protect the
community's investment in the facility.
c. VGI Needed. At many heliports, a VGI is
an optional feature. However, a VGI should be a. Zoning to Limit Building/Object Heights.
provided if one or more of the following conditions General guidance on drafting an ordinance that would
exist, especially at night: limit building and object heights is contained in AC
150/5190-4, A Model Zoning Ordinance to Limit
(1) Obstacle clearance, noise abatement, or Height of Objects Around Airports. The locally
traffic control procedures require a particular slope to developed ordinance should substitute the heliport
be flown. surfaces for the airport surfaces described in model
ordinance.
(2) The environment of the heliport
provides few visual surface cues. b. Zoning for Compatible Land Use. A
zoning ordinance may be enacted, or an existing
d. Additional Guidance. AC 150/5345-52, ordinance modified, to control the use of property
Generic Visual Glideslope Indicators (GVGI), and within the heliport approach/ departure path
AC 150/5345-28, Precision Approach Path Indicator environment. The ordinance should restrict activities
(PAPI) Systems, provide additional guidance. to those that are compatible with helicopter
operations.
314.TERMINAL FACILITIES. The heliport
terminal requires curbside access for passengers c. Air Rights and Property Easements are
using private autos, taxicabs, and public transit options that may be used to prevent the encroachment
vehicles. Public waiting areas need the usual of obstacles in the vicinity of a heliport.
amenities, and a counter for rental car services may
be desirable. Passenger auto parking areas should
accommodate current requirements and have the
capability of being expanded to meet future
requirements. Readily available public transportation
may reduce the requirement for employee and service
personnel auto parking spaces. The heliport terminal
building or sheltered waiting area should be attractive
69
Table 3-1. Taxiway and Taxi Route Dimensions – Transport Heliports
Figure 3-1. A Typical Transport Heliport:
TRANSPORT
NOT DRAWN TO SCALE
A. Minimum TLOF Width: 1.0 RD but not less than 50ft (15 m)
B. Minimum TLOF Length: 1.0 RD but not less than 50ft (15 m)
C. Minimum FATO Width: 2.0 RD but not less than 100 ft (30 m)
D. Minimum FATO Length: 2.0 RD but not less than 200 ft (61 m). See paragraph 302b(2) and Figure 3-4 for
adjustments for elevations above 1000ft.
E. Minimum Separation Between the Perimeter of the TLOF and the FATO: [0.5 (1.5 OL - 1.0 RD}]
F. Minimum Safety Area Width: ½ RD but not less than 30 feet (9 m).


TRANSPORT
A Minimum TLOF Width: 1.0 RD but not less than 50 feet (15 m)
B Minimum TLOF Length: 1.0 RD but not less than 50ft (15 m)
C Minimum FATO Width: 2.0 RD but not less than 100 ft (30 m)
E Minimum Separation Between the Perimeters of the TLOF and the FATO: [0.5(1.5 OL - 1.0 RD)]
F Minimum Safety Area Width: 30 feet (9 m)

Figure 3-3. An Elongated FATO/TLOF with Two Takeoff Positions:

TRANSPORT
300 90
Addition to FATO Length in meters

Addition to FATO Length in feet
200 60
100 30
0 0
0 2 1 3 4 5 6
Site Elevation (in thousands of feet)
Example: For a site elevation of 3,200 ft.,
Example: 80 80 ft. should
Feet be added
is Added to thetoBasic
the basic FATOLength
FATO length (200 ft. + 80 ft. = 280 ft.)
For a Site Elevation of 3,200 Feet.
Figure 3-4. Additional FATO Length for Heliports at Higher Elevations:
TRANSPORT
Figure 3-5. Non-load-bearing Safety Area:

TRANSPORT
TRANSPORT
TLOF

FATO
Safety Area
FATO
urfa ce
p ro a ch /D eparture S
8:1 Ap
FATO
Protection Zone
400 ft [122 m]
At Ground Level
Figure 3-7. Protection Zone:

TRANSPORT
Figure 3-8. Taxiway/Taxi Route Relationship, Centerline and Edge Marking:
TRANSPORT
FATO
Safety Area
Taxi Route Width
Taxi Route Width
1/2 RD but not less

than 30 ft [10 m]
Arc Generated by
the Tail Rotor
Solid Parking
Position Centerline
1 RD Circle See Note 3 See Figure 3-10
Dashed Extended Parking

Position Centerline
NOTES:
1. For simplicity, some markings have not been shown on this figure (such as parking position identifier,
passenger walkway, and rotor diameter of the largest helicopter that the FATO/TLOF or the parking
position is designed to accommodate.
2. The design of these parking positions is based on the presumption that the helicopter may pivot about the
3. The minimum recommended clearance between the arcs generated by the tail rotor:
Figure 3-9. Parking Area Design-“Turn-around” Parking Positions:

TRANSPORT
Dashed Extended Parking Dashed Extended Parking
Position Centerline Position Centerline
Security Fence Caution Sign at Gate Caution Sign at Gate
Fire Fire
Extinguisher Extinguisher
Security Fence
Passenger Walkway
Passenger Walkway
1 R
1 R
D
D
P a r k
P a r k
r
r
o
A
t
r
o
c
o
i n
i n
c
R
R
g
g
G
C C
G
i i
e
l
e
r c r c
l
l e n l e
i
n
e
i
e a a
r T r T
a a
t
t e d b y e d b y
Parking Position Identifier Parking Position Identifier

(Letter or Number) (Letter or Number)
B C
Largest Rotor Diameter the Parking Largest Rotor Diameter the Parking
Position Will Accommodate Position Will Accommodate
Minimum Recommended Clearance Between the Arcs Generated

by the Tail Rotor, Objects and Buildings:
Hover Taxi Operations: 1/3 RD but not less then 10 ft [3.05 m]
Ground Taxi Operations: 10 ft (3.05 m)
NOTE : The design of this parking position is on the understanding

that the helicopter may pivot about the mast prior to exiting the
parking Position.
Figure 3-10. Parking Position Marking:

TRANSPORT
FATO
Safety Area
Taxi Route Width
Taxi Route Width
See Note 3
NOTES:
1. For simplicity,
Notes: some markings have not been shown on this figure such as parking position
identifier, passenger walkway, and

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

parking position is designed to accommodate).
2. The Parking area is designed so that the helicopters exit taxing forward.
2. The parking3. areas are designed so that helicopters exit taxiing forward.
Minimum Recommended Clearance between the arc generated by the tail rotor:
3. The minimum Hover Ground Taxi Operations: 10 ft [3 clearance
recommended between parking positions
taxi operations: 1/3 RD but not less then 10 ft [3 m]
m]

Figure 3-11. Parking Area Design-“Taxi-through” Parking Positions:

TRANSPORT
Figure 3-12. Parking Position Identification, Size and Weight Limitations:
TRANSPORT
Detail B FATO Inground Marking Detail
NOTES:
1. The H should be oriented on the axis of the preferred approach/ departure path.
3. The perimeter of a paved or hard surfaced TLOF should be defined with a continuous, white line.
4. The perimeter of an unpaved FATO should be defined with flush, in-ground markers.
Figure 3-13. Paved TLOF/Unpaved FATO – Markings:
TRANSPORT
NOTES:
3. The perimeter of a paved or hard surfaced TLOF should be defined with a continuous, white
line.
4. The perimeter of a paved FATO should be defined with a 12-inch-wide (30 cm) dashed white
line. (See detail A)
5. See Figure 3-15 for dimensions of the H.
Figure 3-14. Paved TLOF/Paved FATO – Markings:

TRANSPORT
0.66A
0.07A
0.02A
A
0.14A
Letter Height (A)

is the Lesser of:
75 ft [22.9 m]
0.6 TLOF Length See Detail A
1.2 TLOF Width
No weight limit
8" [20.3cm]
Takeoff weight of
design helicoptor 15'-4" [4.6m]
11'-4" [3.4m]

NOTES:
1. See Appendix 3 for the form and proportion of the numbers used in the size and weight
Notes:
limitations ‘box’.
2. The "H" should be located in the center of the TLOF and orientated on the axis of the preferred
approach/departure path,
3. The height of the "H" is limited to 60 ft [18.3m] for Public Use General Aviation Heliports. For PPR heliports
3. 21 indicates the TLOF has limited weight-carrying capability in thousands of pounds
the "H" may be limited to 10ft [3m].
4. 62 indicates the rotor diameter of the largest helicopter for which the TLOF is designed.
4. "21" indicates the maximum takeoff weight (21,000 pounds) of the TLOF design helicopter, in units of thousands of pounds.
5. "62" indicates the rotor diameter of the largest helicopter (62 foot rotor diameter) for which the TLOF is designed.
Figure 3-15. Standard Heliport Identification Symbol, TLOF Size, and Weight Limitations:
TRANSPORT
TRANSPORT
NOTE: Optional white, flush L-850A TLOF lights
Figure 3-17. Optional TLOF Lights:

TRANSPORT
NOTES:
1. Flush FATO and TLOF lights may be installed inside or outside ±1 foot of the FATO and TLOF respective
perimeters.
2. Rotor diameter and weight limitation markings are not shown for simplicity
Figure 3-18. FATO and TLOF Flush Perimeter Lighting:

TRANSPORT
NOTES:
1. Flush TLOF lights may be installed inside or outside ±1 foot of the TLOF perimeter.
2. Raised FATO lights may be installed 10-foot outside the FATO perimeter.
Figure 3-19. FATO Raised and TLOF Flush Perimeter Lighting:

TRANSPORT
Figure 3-20. Elevated FATO – Perimeter Lighting:
TRANSPORT
15 ft (4.6 m)
15 ft (4.6 m)
15 ft (4.6 m)
15 ft (4.6 m)
NOTE: Yellow omni-directional lights

TRANSPORT
Figure 3-22. Airspace Where Marking and Lighting Are Recommended:
TRANSPORT
BE ALERT
Always Avoid This Area As The

Helicopter Pilot Can't See You
The Pilot Can't See Don't

You Here Either Even Get
CLOSE To The
Tail Rotor

TRANSPORT
Figure 3-24. Visual Glideslope Indicator (VGI) Siting and Clearance Criteria:
TRANSPORT
AC 150/5390-2B September 30, 2004
HOSPITAL HELIPORTS
400. GENERAL. Helicopters have proven to be an recommendations and standards applicable at the
effective means of transporting injured persons from time of design.
the scene of an accident to a hospital and in
transferring patients in critical need of specialized NOTE: If Federal funds are used to build or modify
services from one hospital to another hospital having a hospital heliport, the facility should meet the
that capability. A functional hospital heliport may be applicable sections in chapter 2 as well as the
as simple as a cleared area on the ground, together additional recommendations in this chapter. In
with a windsock and a clear approach/ departure path. addition, the facility should have sufficient size and
Figure 4-1 illustrates the essential elements of a weight-bearing capability to support the nominal-
ground-level hospital heliport. sized military medevac helicopter that might land at
the heliport during emergencies.
The heliport consists of a touchdown and lift-off area
(TLOF) surrounded by a final approach and takeoff 401.TOUCHDOWN AND LIFT-OFF AREA
area (FATO). A safety area is provided around the (TLOF).
FATO.
a. TLOF Location. The TLOF of a hospital
The relationship of the TLOF to the FATO and the heliport may be at ground level, on an elevated
Safety Area is shown in Figure 4-2. A FATO may structure, or at rooftop level. The TLOF is normally
NOT contain more than one TLOF. centered within the FATO.
Appropriate approach/ departure airspace, to allow b. TLOF Size. The minimum TLOF
safe approaches to and departures from landing sites dimension (length, width, or diameter) should be 1.0
is required. (See Paragraph 404.) rotor diameter (RD) of the design helicopter but not
less than 40 feet (12 m).
NOTE: The design recommendations given in this
Chapter are based on the understanding that there c. Elongated TLOF. An elongated TLOF can
will never be more than one helicopter within the provide an increased safety margin and greater
FATO and the associated safety area. If there is a operational flexibility. An elongated TLOF may
need for more than one TLOF at a heliport, each contain a landing position located in the center and
TLOF should be located within its own FATO. two takeoff positions located at either end as
illustrated in Figure 4-3. The landing position should
a. Hospital Heliports. This chapter addresses have a minimum length of 1.0 times the RD of the
issues that are unique to hospital heliports and issues design helicopter
for which the design recommendations are different
than what is recommended for other categories of NOTE: If an elongated TLOF is provided an
heliports. These recommendations address the design elongated FATO will also be required. See Figure
of a heliport that will accommodate air ambulance 4-3.
helicopter operations and emergency medical service
(EMS) personnel and equipment. d. Ground-level TLOF Surface
Characteristics. The entire TLOF must be load
b. Heliport Site Selection. Public agencies bearing, either a paved surface or aggregate turf (see
and others planning to develop a hospital heliport are AC 150/5370-10, Item P-217). A paved surface is
encouraged to select a site capable of supporting preferable to provide an all-weather wearing surface
instrument operations, future expansion, and military for helicopters and a firm working surface for
helicopters that will be used in disaster relief efforts. hospital personnel and the wheeled equipment used
for moving patients on gurneys. The TLOF should be
NOTE: To the extent that it is feasible and practical capable of supporting the support the dynamic loads
to do so, the standards and recommendations in this of the helicopter intended to use the parking area
AC should be used in planning and designing (Paragraph 806b). Portland Cement Concrete (PCC)
improvements to an existing heliport when significant is recommended for ground-level facilities. (An
expansion or reconstruction is undertaken. However, asphalt surface is “less desirable” for heliports as it
existing hospital heliports may continue to follow the may rut under the wheels or skids of a parked
September 30, 2004 AC 150/5390-2B
helicopter, a factor in some rollover accidents.) structure such as a elevated TLOF. Hospital heliports
Pavements should have a broomed or other should provide access to and from the TLOF via a
roughened finish that provides a skid-resistant surface ramp in order to provide for quick and easy
for helicopters and non-slippery footing for people transportation of a patient on a gurney. Ramps
and for moving patients on gurneys. should be built in accordance with state and local
requirements. The width of the ramp, and any turns
e. Rooftop and Other Elevated TLOFs. in the ramp, should be wide enough to accommodate
Elevated TLOFs and any TLOF supporting structure a gurney with a person walking on each side.
should be capable of supporting the dynamic loads of Straight segments of the ramp should be not less than
the helicopter intended to use the facility (Paragraph 6 feet (1.8 m) wide. Additional width may be
806b). required in the turns. The ramp surface should
provide a slip-resistant surface. The slope of the
(1) Elevated Hospital Heliports. The TLOF ramp should be no steeper than 12:1 (12 unit
should be elevated above the level of any obstacle, in horizontal in 1 units vertical). Inside the FATO and
either the FATO or the Safety Area that can not be safety area, any handrails should not extend above
removed. [Exception: This does not apply to the elevation of the TLOF. Where a handrail
frangibly mounted objects that, due to their function, complying with Appendix A of 49 CFR 37,
must be located within the Safety Area (see Section 4.8, is not provided, other means should be
paragraph 403d). provide to protect personnel from fall hazards.
(2) Obstructions. Elevator penthouses, (6) Stairs should be built in compliance

cooling towers, exhaust vents, fresh-air vents, and with regulation 29 CFR 1910.24.
other raised features can impact heliport operations.
Helicopter exhausts can impact building air quality if (7) Access by individual with disabilities.
the heliport is too close to fresh-air vents. These Heliports operated by public entities and those
issues should be resolved during facility design. In receiving Federal financial assistance should provide
addition, control mechanisms should be established reasonable accommodation for individual with
to ensure that obstruction hazards are not installed disabilities if they do not impose undue hardship
after the heliport is operational. (significant difficulty or expense) on the operation of
the organization. Refer to paragraph 112 and AC
(3) TLOF Surface Characteristics. Rooftop 150/5360-14 for additional guidance.
and other elevated heliport TLOFs should be
constructed of metal or concrete (or other materials NOTE: While it is possible to move a gurney to and
subject to local building codes). TLOF surfaces from the TLOF using a lift, this is not recommended
should have a broomed pavement or other roughened since it invariably results in a delay in the movement
finish that provides a skid-resistant surface for of patients with time-critical conditioning.
helicopters and non-slippery footing for people.
f. TLOF Gradients. Recommended TLOF
(4) Safety Net. When the TLOF is on a gradients are defined in Chapter 8.
platform elevated more than 30 inches (76 cm) above
its surroundings, a safety net, not less than 5 feet 402.FINAL APPROACH AND TAKEOFF AREA
(1.5 m) wide, should be provided. A railing or fence (FATO). A hospital heliport should have at least one
should not be used since it would be a safety hazard FATO. The FATO should contain a TLOF within its
during helicopter operations. The safety net should borders at which arriving helicopters terminate their
have a load carrying capability of 25 lb/ft2 foot approach and from which departing helicopters
(122 kg/m2). The net, as illustrated in Figure 4-4, takeoff.
should not project above the level of the TLOF. Both
the inside and outside edges of the safety net should a. FATO Location. The hospital FATO may
be fastened to a solid structure. be at ground level, on an elevated structure, or roof
top level. To avoid or minimize the need for
NOTE: Designers should consider state and local additional ground transport, the FATO location
regulations when determining the width required for should provide ready access to the hospital's
the safety net. emergency room. However, the heliport should be
located so buildings and other objects are outside the
(5) Access to Elevated TLOFs. OSHA Safety Area.
requires two separate access points for an elevated
AC 150/5390-2B September 30, 2004
b. FATO Size. 403.SAFETY AREA. A Safety Area surrounds a

FATO and should be clear of all obstacles except
(1) The length and width of the FATO small, frangible objects that, because of their
should not be less than 1.5 times the overall length function, must be located there.
(OL) of the design helicopter. At elevations well
above sea level, a longer FATO can provide increased a. Safety Area Width. The minimum
safety margin and greater operational flexibility. recommended width of a Safety Area is dependent
upon the heliport markings. The Safety Area width is
(2) The minimum distance between the dependent upon the use of the TLOF perimeter
TLOF perimeter and the FATO perimeter should be markings (paragraph 409a(1)), the FATO edge
not less than the distance [0.5 x (1.5 OL – 1.0 RD)] perimeter (paragraph 409a(2) and 409a(3)), and the
where OL is the overall length and RD is the rotor hospital heliport identification marking in paragraph
diameter of the design helicopter. 409b. Table 4-1 shows how the minimum
recommended Safety Area width varies as a function
c. FATO Surface Characteristics. The FATO of heliport markings. The recommended size of the
outside of the TLOF need not be load bearing. There Safety Area in Table 4-1 is increased if the TLOF
are some helicopter performance benefits and perimeter is not marked. The minimum
increased operational flexibility if the FATO outside recommended width of the Safety Area is the same
the TLOF is load bearing. If the TLOF is marked, the on all sides.
FATO outside the TLOF and the Safety Area may
extend into the clear airspace. If the TLOF is not b. IFR Safety Area Width. RESERVED.
marked (see Paragraph 409a) and/or it is intended
that the helicopter can land any where within the c. Mobile Objects within the Safety Area.
FATO, the FATO outside the TLOF should, like the See paragraph 402d.
TLOF, be capable of supporting the dynamic loads of
the design helicopter (Paragraph 806 b). d. Fixed Objects within a Safety Area. No
fixed object should be permitted within a Safety
If the FATO is load bearing, the portion abutting the Area, except for frangibly mounted objects that, due
TLOF should be continuous with the TLOF and the to their function, must be located there. Those
adjoining edges should be at the same elevation. If it objects whose functions require them to be located
is unpaved, the FATO should be treated to prevent within the Safety Area should not exceed a height of
loose stones and any other flying debris caused by 8 inches (20 cm) nor penetrate the approach/
rotorwash. departure surfaces or transitional surfaces.
d. Mobile Objects within the FATO and the e. Safety Area Surface. The Safety Area need
Safety Area. The FATO and Safety Area design not be load bearing. Figure 4-5 depicts a non-load-
recommendations in this AC are based on the bearing Safety Area. If the Safety Area is load
assumption that the FATO is closed to other aircraft if bearing, the portion abutting the FATO should be
a helicopter or other mobile object is within the continuous with the FATO and the adjoining edges
FATO or the associated Safety Area. should be at the same elevation. This is needed in
order to avoid the risk of catching a helicopter skid or
e. FATO/FATO Separation. If a heliport has wheel. The Safety Area should be treated to prevent
more than one FATO, the separation between the loose stones and any other flying debris caused by
perimeters of the two FATOs should be such that the rotor wash.
respective safety areas do not overlap. This
separation is based on the assumption that f. Safety Gradients. Recommended Safety
simultaneous approach/ departure operations will not Area gradients are defined in Chapter 8.
take place.
404.VFR APPROACH/ DEPARTURE PATHS.
NOTE: If simultaneous operations are planned, The purpose of approach/ departure airspace as
greater separation will be required. shown in Figure 4-6 is to provide sufficient airspace
clear of hazards to allow safe approaches to and
f. FATO Gradients. Recommended FATO departures from landing sites.
gradients are defined in Chapter 8.
a. Number of Approach/ Departure Paths.
Approach/ departure paths should be such that
September 30, 2004 AC 150/5390-2B
downwind operations are avoided and crosswind FATO and is increased so that at a distance of 2000 ft
operations are kept to a minimum. To accomplish (610 m) from the FATO it is 100 ft (30 m) wide.
this, a heliport should have more than one approach/ Penetrations of area A or area B, but not both, shown
departure paths. The preferred flight approach/ on Figure 4-7 by obstacles may be allowed providing
departure path should, to the extent feasible, be the penetrations are marked or lighted and not
aligned with the predominate wind. Other approach/ considered a hazard.
departure paths should be based on the assessment of
the prevailing winds or when this information is not NOTE: When the standard surface is incompatible
available the separation between such flight paths and with the airspace available at the heliport site, no
the preferred flight path should be at least 135 operations may be conducted unless helicopter
degrees. (See Figure 4-6). performance data supports a capability to safely
operate using an alternate approach/ departure
Hospital facilities may have only single approach/ surface. The site would be limited to those
departure path although a second flight path provides helicopters meeting or exceeding the required
additional safety margin and operational flexibility. performance and approved by the FAA.
b. VFR Approach/ Departure and c. Marking and Lighting of Objects that are
Transitional Surfaces. An approach/ departure Difficult to See. See paragraph 411.
surface is centered on each approach/ departure path.
Figure 4-6 illustrates the approach/ departure d. Periodic Review of Obstructions. Heliport
(primary and transitional) surfaces. operators should reexamine obstacles in the vicinity
of approach/ departure paths on at least an annual
The approach/ departure path starts at the edge of the basis. This reexamination should include an
FATO and slopes upward at 8:1 (8 units horizontal in appraisal of the growth of trees in close proximity to
1 unit vertical) for a distance of 4000 ft (1219 m) approach and departure paths. Paragraph 108
where the width is 500 ft (152 m) at a height of 500 ft provides guidance on how to identify and mitigate
(152 m) above the elevation of TLOF surface. obstruction hazards.
The transitional surfaces start from the edges of the e. Curved VFR Approach/ Departure Paths.
FATO parallel to the flight path center line, and from VFR approach/ departure paths may curve in order to
the outer edges of approach/ departure surface, and avoid objects or noise-sensitive areas. More than one
extend outwards at a slope of 2:1 (2 units horizontal curve in the path is not recommended. Heliport
in 1 unit vertical) for a distance of 250 ft (76 m) from designers are encouraged to use the airspace above
the centerline. The transitional surfaces start at the public lands, such as freeways or rivers.
edge of the FATO opposite the approach/ departure
surfaces and extend to the end of the approach/ NOTE: In the next revision of this AC, the FAA
departure surface. See Figure 4.6. intends to provide details on the minimum
dimensions of curved approach/ departure airspace.
NOTE: The transitional surface is not applied on
the FATO edge opposite the approach/ departure 405.MAGNETIC RESONANCE IMAGERS
surface. (MRI). Hospital equipment, such as an MRI used in
diagnostic work, can create a strong magnetic field
The approach/ departure surface should be free of that will cause temporary aberrations in the
penetrations. Any penetration of the transitional helicopter's magnetic compass and may interfere with
surface should be considered a hazard unless an FAA other navigational systems. Heliport proponents
aeronautical study determines that it will not have a should be alert to the location of any MRI with
substantial adverse effect upon the safe and efficient respect to the heliport location. A warning sign
use of this airspace. Paragraph 108b provides alerting pilots to the presence of an MRI is
guidance on how to identify and mitigate such recommended. Steps should be taken to inform pilots
hazards to air navigation. of the locations of MRIs and other similar equipment.
For additional information, see reference 42 in
The transitional surfaces need not be considered if the Appendix 4.
size of the approach/ departure surface is increased
for a distance of 2000 ft. (610 m) as shown in Figure 406.WINDSOCK.
4-7. The lateral extensions on each side of the 8:1
approach/ departure surface starts at the width of the
AC 150/5390-2B September 30, 2004
a. Specification. A windsock conforming to enhance conspicuity. The following markers and

AC 150/5345-27, Specification for Wind Cone markings should be used.
Assemblies, should be used to show the direction and
magnitude of the wind. The windsock should provide a. TLOF and FATO Perimeter Markings.
the best possible color contrast to its background. The perimeter of the TLOF and/or FATO should be
marked. The perimeter of the FATO should be
b. Windsock Location. The windsock should defined with markers and/or lines. It is suggested
be located so it provides the pilot with valid wind that the TLOF perimeter should also be defined with
direction and speed information in the vicinity of the markers and/or lines since this provides a greater
heliport under all wind conditions. safety margin than marking only one perimeter.
However, this greater safety margin may also be
(1) The windsock should be sited so it is achieved by increasing the size of the Safety Area.
clearly visible to the pilot on the approach path when Paragraph 403a and Table 4-1 recommend that the
the helicopter is at a distance of 500 feet (152 m) size of the Safety Area should be increased if the
from the TLOF. TLOF perimeter is not marked. [Exception: It is
recognized that the FATO perimeter will not be
(2) Pilots should also be able to see a marked a portion of the FATO is NOT a load-bearing
windsock from the TLOF. surface. In such cases, the TLOF perimeter should be
marked.]
(3) To avoid presenting an obstruction
hazard, the windsock should be located outside the (1) TLOFs. The perimeter of a paved or
Safety Area and it should not penetrate the approach/ hard- surfaced TLOF should be defined with a
departure or transitional approach/ departure surfaces. continuous, 12-inch wide (30 cm) white line (see
Figures 4-8 and 4-9). The perimeter of an unpaved
(4) At many landing sites, there may be no TLOF should be defined with a series of 6-inch
single, ideal location for the windsock. At other sites, (15 cm) wide, flush, in-ground markers, each
it may not be possible to site a windsock at the ideal approximately 5 feet (1.5 m) in length with end-to-
location. Consequently, more than one windsock end spacing of not more than 6 inches (15 cm).
may be required in order to provide the pilot with all While a paved TLOF is not required, it is suggested
the wind information needed for safe operations. in order to provide an all-weather wearing surface for
helicopters and a firm working surface for hospital
c. Windsock Lighting. For night operations, personnel and the wheeled equipment used in moving
the windsock should be internally lighted, or patients.
externally illuminated to ensure that it is clearly
visible. (2) Unpaved FATOs. The perimeter of an
unpaved FATO should be defined with 12-inch-wide
407.TAXIWAYS AND TAXI ROUTES. At hospital (30 cm) flush, in-ground markers. The corners of the
heliports with no parking or refueling area outside the FATO should be defined and the perimeter markers
TLOF(s), no taxi route or taxiway is required. If should be 12 inches (30 cm) in width, approximately
helicopters taxi outside the TLOF(s), the 5 feet (1.5 m) in length, and with end-to-end spacing
recommendations on paragraph 207 should be of approximately 5 feet (1.5 m). (See Figure 4-8).
followed.
(3) Paved FATOs. The perimeter of a
408.HELICOPTER PARKING. A separate paved FATO should be defined with a 12-inch wide
helicopter parking area is required at heliports that (30 cm) dashed white line. The corners of the FATO
will accommodate more than one helicopter at a time. should be defined, and the perimeter marking
At hospital heliports with a parking or refueling area segments should be 12 inches (30 cm) in width,
outside the safety area, the recommendations in approximately 5 feet (1.5 m) in length, and with end-
paragraph 208 should be followed. to-end spacing of approximately 5 feet (1.5 m). (See
Figure 4-9.)
409.HELIPORT MARKERS AND MARKINGS.
Markers and/or surface markings should identify the b. Hospital Heliport Identification Marking.
facility as a heliport. Surface markings may be paint, The identification marking is intended to identify the
reflective paint, reflective markers, or preformed location as a hospital heliport, mark the TLOF, and
material. Lines/markings may be outlined with a 6- provide visual cues to the pilot.
inch wide (15 cm) line of a contrasting color to
September 30, 2004 AC 150/5390-2B
(1) Standard Marking. A red H in a white

cross, with a white border if required, should mark g. TLOF Size Limitations. The TLOF should
the TLOF. The H should be oriented on the axis of be marked to indicate the rotor diameter of the largest
the preferred approach/ departure path. A bar may be helicopter for which the TLOF is designed. (The
placed under the H when it is necessary to distinguish rotor diameter should be given in feet. Metric
the preferred approach/ departure direction. Arrows equivalents should NOT be used for this purpose.)
and/or landing direction lights (see paragraph 410d) This marking should be centered in the lower section
may also be used to indicate one or more preferred of a TLOF size/weight limitation ‘box’. The numbers
approach/ departure directions. Figure 4-10a should be should be 3 ft (0.9 m) high (see Appendix
illustrates the requirements of the standard hospital Figure A3-1). The numbers should be black with a
marking. The cross may, as an option, have a 12 inch white background. When viewed from the preferred
(30 cm) red border and the background TLOF area approach direction, this TLOF size/weight limitation
outside the white cross can be red. ‘box’ should be located in the TLOF in the lower
right-hand corner, or the on right-hand of a circular
(2) Alternative Marking. As an alternative TLOF. (see Figure 4-12)
to the standard marking, a red H with a white 6 inch
(15 cm) wide border within a red cross with a 12 inch h. Elevated TLOF Weight Limitations. If a
(30 cm) wide white border and a surrounding red TLOF has limited weight-carrying capability, it
TLOF may be used. Where it is impractical for the should be marked, in units in thousands of pounds.
whole TLOF to be painted red, the minimum (A number 12 indicates a weight-carrying capability
dimension (length, width, or diameter) of the outer of up to 12,000 pounds. Metric equivalents should
red area should be 1.0 RD of the design helicopter NOT be used for this purpose.) This marking should
but not less than 40 feet (12.2 m). Figure 4-10b be located in the center of the upper section of a
illustrates this alternative marking. TLOF size/weight limitation ‘box’ of dimensions
indicated in Figure 4-12. The numbers should be 3 ft
NOTE: In winter weather at a heliport with a dark (0.9 m) high (see Appendix Figure A3-1). The
TLOF surface, the marking in Figure 4-10b will numbers should be black with a white background. If
absorb more heat from the sun and more readily melt the TLOF does not have a weight limit a diagonal
residual ice and snow. In contrast, the white area in line, extending from the lower left hand corner to the
upper figure in Figure 4-10a is more likely to be icy upper right hand corner, should be added to the upper
during winter weather. Consequently, in areas that section of the TLOF size/weight limitation ‘box’.
experience ice and snow, the markings of in Figure 4- When viewed from the preferred approach direction,
10b should be used for unheated TLOFs. this marking should be located on the TLOF in the
lower right-hand corner, as illustrated in Figure 4-12
c. Taxi Route and Taxiway Markings. If a or the lower right-hand quadrant of a circular TLOF.
hospital heliport has a taxiway or taxi route, the
recommendations of paragraph 207 should be i. Equipment/Object Marking. Heliport
followed. maintenance and servicing equipment, as well as
other objects used in the airside operational areas,
d. Apron Markings. If a hospital heliport has should be made conspicuous with paint, reflective
an apron area, the recommendations of paragraph paint, reflective tape, or other reflective markings.
209d should be followed. Particular attention should be given to marking
objects that are hard to see in marginal visibility, such
e. Parking Position Markings. If a hospital as at night, in heavy rain, or in fog.
heliport has a parking position the recommendations
of paragraph 208 should be followed. j. Marking Obstructions Outside the
Approach/ Departure Airspace. See paragraph 411.
f. Closed Heliport. All markings of a
permanently closed heliport, FATO, or TLOF should k. Marking Proportions. See Appendix 3 for
be obliterated. If it is impractical to obliterate guidance on the proportions of painted numbers.
markings, a yellow X should be placed over the H, as
illustrated in Figure 4-11. The yellow X should be 410.HELIPORT LIGHTING. For night operations,
large enough to ensure early pilot recognition that the the TLOF, the FATO, taxiways and taxi routes, and
heliport is closed. The windsock(s) and other visual the windsock need to be lighted as described within
indications of an active heliport should also be this paragraph. AC 150/5340-28, Low Visibility
removed. Taxiway Lighting System; AC 150/5340-24, Runway
AC 150/5390-2B September 30, 2004
and Taxiway Edge Lighting System; and AC NOTE: In the case of an elevated FATO with a
150/5345-46, Specification for Runway and Taxiway safety net, the perimeter lights should be mounted in
Light Fixtures; contain technical guidance on lighting a similar manner as discussed in Paragraph4-10b.
equipment and installation details. Heliport lighting
ACs are available at http://faa.gov/arp (1) At a distance during nighttime
operations, a square or rectangular pattern of FATO
a. Ground-level TLOF–Perimeter Lights. perimeter lights provides the pilot with better visual
Flush green lights should define the TLOF perimeter. cues than a circular pattern. Thus, a square or
A minimum of three flush light fixtures is rectangular pattern of FATO perimeter lights is
recommended per side of a square or rectangular preferable even if the TLOF is circular.
TLOF. A light should be located at each corner with
additional lights uniformly spaced between the corner (2) If flush lights are used, they should be
lights with a maximum interval of 25 feet (8 m) located within 1 foot (30 cm) inside or outside of the
between lights. An even number of lights (at least FATO perimeter. See Figure 4-13.
eight should be used) uniformly spaced, with a
maximum interval of 25 feet (8 m) between lights (3) If raised light fixtures are used, they
may be used to define a circular TLOF. Flush lights should be no more than 8 inches (20 cm) high and
should be located within 1 foot (30 cm) inside or should be located 10 feet (3.05 m) out from the FATO
outside of the TLOF perimeter. Figure 4-13 perimeter. (See Figure 4-14.)
illustrates these lights.
d. Landing Direction Lights. Landing
If only the TLOF is load bearing flush lights are direction lights are an optional feature to be installed
recommended, but raised green omni-directional when it is necessary to provide directional guidance.
lights may be used. Raised lights should be located Landing direction lights are a configuration of five
outside and within 10 foot (3m) of the edge of the yellow, omni-directional L-861 lights on the
TLOF and should not penetrate a horizontal plane at centerline of the preferred approach/ departure path.
the TLOF elevation by more than 2 inches (5 cm). These lights are spaced at 15ft (4.6 m) intervals
beginning at a point not less than 20 feet (6 m) and
b. Elevated TLOF-Perimeter Lights. The not more than 60 feet 8 m) from the TLOF perimeter
TLOF perimeter should be lit with green lights. If and extending outward in the direction of the
flush lights are used, they should be located within 1 preferred approach/ departure path, as illustrated in
foot of the TLOF perimeter. If raised omni- Figure 4-15.
directional lights are used, they should be located on
the outside edge of the TLOF or outer edge of the e. Taxi Route and Taxiway Lighting. See
safety net, as shown in Figure 4-4. The raised lights paragraph 407.
should not penetrate a horizontal plane at the TLOF
elevation by more than 2 inches (5 cm). In areas f. Heliport Identification Beacon. A heliport
where it snows in the winter, the outside edge is the identification beacon is optional equipment. It should
preferred location. (Lights on the inside edge of the be installed when it is needed to aid the pilot in
safety net are prone to breakage during snow visually locating the heliport. When installed, the
removal.) Lighting on the outside edge also provides beacon, flashing white/green/yellow at the rate of
better visual cues to pilots at a distance from the 30 to 45 flashes per minute, should be located on or
heliport since they outline a larger area. close to the heliport. Guidance on heliport beacons is
found in AC 150/5345-12, Specification for Airport
c. Load Bearing FATO-Perimeter Lights. and Heliport Beacon. There may be merit in making
Green lights should define the perimeter of a load- operation of the beacon controllable from the
bearing FATO. A minimum of three flush or raised approaching helicopter to ensure it is “on” only when
light fixtures is recommended per side of a square or required.
rectangular FATO. A light should be located at each
corner with additional lights uniformly spaced g. Floodlights. Floodlights may be used to
between the corner lights, with a maximum interval illuminate the TLOF, the FATO, and/or the parking
of 25 feet (7.6 m) between lights. An even number of area. To eliminate the need for tall poles, these
lights (at least eight should be used) uniformly spaced floodlights may be mounted on adjacent buildings.
with a maximum interval of 25 feet (7.6 m) between Care should be taken, however, to place floodlights
lights may be used to define a circular FATO. clear of the TLOF, the FATO, the Safety Area, and the
approach/ departure surfaces and any required
September 30, 2004 AC 150/5390-2B
transitional surfaces. Care should be taken to ensure 100 feet (30.5 m) beneath the approach/ departure
that floodlights and their associated hardware do not surface.
constitute an obstruction hazard. Floodlights should
be aimed down and provide a minimum of 3-foot (3) The width of the safety surface
candles (32 lux) of illumination on the apron surface. increases as a function of distance from the Safety
Floodlights that might interfere with pilot vision Area. From the Safety Area perimeter, the object
during takeoff and landings should be capable of identification surface extends laterally to a point
being turned off. 100 feet (30.5 m) outside the Safety Area perimeter.
At the upper end of the surface, the object
h. Lighting of Obstructions. See paragraph identification surface extends laterally 200 feet
411. (61 m) on either side of the approach/ departure path.
411. MARKING AND LIGHTING OF c. Shielding of Objects. If there are a number

OBSTRUCTIONS. Marking and lighting of of obstacles in close proximity, it may not be
obstructions within the approach/ departure airspace necessary to mark all of them if they are shielded. To
is discussed in paragraph 108b. This paragraph meet the shielding guidelines a object would be
discusses marking and lighting of obstructions in shielded by existing structures of a permanent and
close proximity but outside and below the approach/ substantial character or by natural terrain or
departure surface. topographic features of equal or greater height, and
would be located in the congested area of a city,
a. Background. Unmarked wires, antennas, town, or settlement where it is evident beyond all
poles, cell towers, and similar objects are often reasonable doubt that the structure so shielded will
difficult to see, even in the best daylight weather, in not adversely affect safety in air navigation.
time for a pilot to successfully take evasive action. Additional guidance on this topic may be found in 14
While pilots can avoid such objects during en route CFR Part 77.15(a), Construction or alterations not
operations by flying well above them, approach and requiring notice.
departure require operation near the ground where
obstacles may be in close proximity. 412.SAFETY ENHANCEMENTS. Some safety
enhancements to be considered in the design of a
b. Airspace. If difficult-to-see objects heliport are discussed below. Other areas such as the
penetrate the object identification surfaces illustrated effects of rotor downwash may need to be addressed
in Figure 4-16, these objects should be marked to based on site conditions and the design helicopter.
make them more conspicuous. If operations are
conducted at a heliport between dusk and dawn, these a. Access Limitations. The operational areas
difficult-to-see objects should be lighted. Guidance of a hospital heliport should be kept clear of people,
on marking and lighting objects is contained in AC animals, and vehicles. The method used to control
70/7460-1, Obstruction Marking and Lighting. The access depends upon the helicopter location and types
object identification surfaces in Figure 4-16 can also of potential intruders.
be described as follows:
(1) Safety Barrier. At ground-level hospital
(1) In all directions from the Safety Area, heliports, one method is to erect a safety barrier
except under the approach/ departure paths, the object around the helicopter operational areas. This barrier
identification surface starts at the Safety Area may take the form of a fence, wall, or hedge. It
perimeter and extends out horizontally for a distance should be no closer to the operating areas than the
of 100 feet (30.5 m). outer perimeter of the Safety Area. Barriers should
not penetrate any approach/ departure (primary or
(2) Under the approach/ departure surface, transitional) surface. Thus, in the vicinity of the
the object identification surface starts from the approach/ departure paths, the barrier may need to be
outside edge of the FATO and extends horizontally well outside the outer perimeter of the Safety Area.
out for a distance of 800 feet (244 m). From this
point, the object identification surface extends out for (2) Any barrier should be high enough to
an additional distance of 3,200 feet (975 m) while present a positive deterrent to persons inadvertently
rising on a 8:1 slope (8 units horizontal in 1 unit entering an operational area and yet low enough to be
vertical). From the point 800 feet (244 m) from the non-hazardous to helicopter operations.
FATO perimeter, the object identification surface is
AC 150/5390-2B September 30, 2004
(3) Guards and barriers. Hospital heliport e. Weather Information. An AWOS

operators may choose to secure their operational measures and automatically broadcasts current
areas via the use of security guards and a mixture of weather conditions at the heliport site. When an
fixed and movable barriers. Training of personnel AWOS is installed, it should be located at least
should be considered as a part of any security 100 feet (30.5 m) and not more than 700 feet (213 m)
program. from the TLOF perimeter. Locate the AWOS so that
its instruments will NOT be affected by rotor wash
(4) Access. At some locations, it may be from helicopter operations. Guidance on AWOS
appropriate to restrict access to airside areas through systems is found in AC 150/5220-16, Automated
controlled entryways. Entryways should display a Weather Observing Systems (AWOS) for Non-Federal
cautionary sign similar to that illustrated in Applications.
Figure 4-17. Training of personnel should be
considered as a part of any security program. f. Winter Operations. Swirling snow raised
by a helicopter’s rotor wash can cause the pilot to
b. Rescue and Fire Fighting Services. lose sight of the intended landing point. Swirling
Heliports should meet the criteria of NFPA 418, snow on takeoff can hide objects that need to be
Standards for Heliports, and NFPA 403, Aircraft avoided. At least the TLOF, the FATO, and as much
Rescue Services and applicable state/local codes. A of the Safety Area as practical should be kept free of
fire hose cabinet or extinguisher should be provided snow. Heliport design should take into account the
at each access gate/door and each fueling location. methods and equipment to be used for snow removal.
At elevated TLOFs, fire hose cabinets, fire The heliport design should allow the snow to be
extinguishers, and other fire fighting equipment removed sufficiently so the snow will not present an
should be located adjacent to, but below the level of, obstruction hazard to either the tail rotor or the main
the TLOF. NFPA standards are available at National rotor. Guidance on winter operations is found in
Fire Protection Association web site AC150/5200-30, Airport Winter Safety and
http://www.nfpa.org. Operations. (Exception: In cases where the FATO is
much larger than the minimum requirement, it may
c. Turbulence. Air flowing around and over not be necessary to clear all of this additional area.)
buildings, stands of trees, terrain irregularities, etc.
can create turbulence that may affect helicopter 413.ZONING AND COMPATIBLE LAND USE.
operations. (Reference 41 in Appendix 4.) Where state and local statutes permit, the hospital
heliport sponsor is encouraged to promote the
(1) Ground-level Heliports. Helicopter adoption of the following zoning measures to ensure
operations from sites immediately adjacent to that the heliport will continue to be available and to
buildings and other large objects are subjected to air protect the investment in the facility.
turbulence effects caused by such features.
Therefore, it may be necessary locate the TLOF away a. Zoning to Limit Building/Object Heights.
from such objects in order to minimize air turbulence General guidance on drafting an ordinance that would
in the vicinity of the FATO and the approach/ limit building and object heights is contained in AC
departure paths. 150/5190-4, A Model Zoning Ordinance to Limit
Height of Objects Around Airports. The ordinance
(2) Elevated Heliports. Elevating heliports should substitute the heliport surfaces on the model
6 feet (1.8 m) or more above the level of the roof will ordinance.
generally minimize the turbulent effect of air flowing
over the roof edge. While elevating the platform b. Zoning for Compatible Land Use. A
helps reduce or eliminate the air turbulence effects, a zoning ordinance may be enacted, or an existing
safety net may be required (see paragraph401e (4)). ordinance modified, to control the use of property
within the heliport approach/ departure path
d. Communications. A UNICOM radio may environment. The ordinance should restrict activities
be used to provide arriving helicopters with heliport to those that area compatible with helicopter
and traffic advisory information but may not be used operations.
to control air traffic. The Federal Communications
Commission (FCC) should be contacted for c. Air Rights and Property Easements are
information on UNICOM licensing. options that may be used to prevent the encroachment
of obstacles in the vicinity of a heliport.
September 30, 2004 AC 150/5390-2B
Table 4-1. Minimum VFR Safety Area Width as a Function Hospital Heliport Markings
TLOF perimeter Yes Yes No No

marked:
FATO perimeter
Yes Yes Yes Yes
marked:
Standard Hospital
marking symbol: Yes No Yes No
1/3 RD but 1/3 RD but ½ OL but ½ OL but

Hospital heliports:
10 ft (3 m)** 20 ft (6 m)** 20 ft (6 m) 30 ft (9 m)
OL: overall length of the design helicopter

RD: rotor diameter of the design helicopter
** Also applies when the FATO is NOT marked. The FATO should not be marked if (a) the FATO
(or part of the FATO) is a non-load bearing surface and (b) the TLOF is elevated above the level of
a surrounding load bearing area.
AC 150/5390-2B September 30, 2004
NOTE: Rotor diameter and weight limitation markings are not shown for simplicity.
Figure 4-1. Essential Elements of a Ground-level Hospital Heliport:
HOSPITAL
105
A – Minimum TLOF Width: 1.0 RD but not less than 40 ft. (12 m)
B – Minimum TLOF Length: 1.0 RD but not less than 40 ft. (12 m)
D – Minimum FATO Length: 1.5 OL
E – Minimum separation between the perimeters of the TLOF and the FATO [0.5(1.5 OL – 1.0 RD)]


HOSPITAL
106
AC 150/5390-2B September 30, 2004
A. Minimum TLOF width: 1.0 RD but not less than 40 ft (12 m)

B. Minimum landing position length: 1.0 RD but not less than 40 ft (12 m)
C. Minimum FATO width: 1.5 OL
E. Minimum separation between the perimeters of the TLOF and the FATO [0.5(1.5 OL – 1.0 RD)]
F. Minimum Safety Area width: See Table 4-1

Figure 4-3. An Elongated FATO/TLOF with Two Takeoff Positions:

HOSPITAL
107
Caution Helicopter
Landing Area
Authorized
Personnel Only
NOTE:
Rotor diameter and weight limitation markings are not shown for simplicity.
Figure 4-4. Elevated TLOF, Safety Net and Lighting:

HOSPITAL
108
AC 150/5390-2B September 30, 2004
Caution Helicopter
Landing Area
Authorized
Personnel Only
NOTE:
Rotor diameter and weight limitation markings are not shown for simplicity.
Figure 4-5. A Rooftop Hospital Heliport:

HOSPITAL
109

HOSPITAL
110
AC 150/5390-2B September 30, 2004
Penetration(s) of A OR B area but not both areas allowed

if marked or lighted and if not considered a hazard
FATO
ace
rture Surf
ach/Depa
8:1 Appro
FATO
Figure 4-7. VFR Heliport Lateral Extension of the 1:8 Approach/ Departure Surface:
HOSPITAL
111
NOTES:
2. The perimeter of a paved or hard- surfaced TLOF should be defined with a continuous, 12-inch
wide (30 cm) white line.
3. The perimeter of an unpaved FATO should be defined with flush, in-ground markers. (See detail A)
The corners of the FATO should be defined.
4. See Figure 4-12 for markings for weight and rotor diameter limitations.
Figure 4-8. Paved TLOF/Unpaved FATO – Markings:
HOSPITAL
112
AC 150/5390-2B September 30, 2004
NOTES:
2. The perimeter of a paved or hard-surfaced TLOF should be defined with a continuous, 12-inch
wide (30 cm) white line.
3. The perimeter of a paved FATO should be defined with a 12-inch wide (30 cm) dashed white line
approximately 5 feet (1.5 m) in length, and with end-to-end spacing of approximately 5 feet
(1.5 m). The corners of the FATO should be defined. (See detail B)
4. See Figure 4-10 for dimensions for the H and hospital cross markings.
Figure 4-9. Paved TLOF/Paved FATO – Markings:
HOSPITAL
113
30 ft (9m)
6.6 ft (2m)
1 ft (30cm)
30 ft (9m) 2 ft (60cm) 10 ft (3m)
NOTES:
1. The standard hospital identification is a red H surrounded by a white cross.
2. An option may be a red H within a white cross surrounded by a 12 inch (30 cm) wide red
border. (not illustrated)
3. The area outside of the cross may be colored red.
4. The surrounding box is a continuous 6 inch (15 cm) wide white TLOF perimeter
marking.
Figure 4-10a. Standard Hospital Heliport Identification Symbols:

HOSPITAL
114
AC 150/5390-2B September 30, 2004
30 ft [9 m]
6.6 ft (2 m)
1 ft (30 cm)
30 ft [9 m] 2 ft (60 cm) 10 ft (3 m)
Color Legend
Red
White
30 ft [9 m]
6 in [15 cm] wide line
12 in [30 cm] wide line
30 ft [9 m] 10 ft (3m)
12 in [30 cm]
NOTES:
1. An alternative hospital heliport marking may be a red H with a white 6 inch (15 cm) wide
border within a red cross with a 12 inch (30 cm) wide white border and a surrounding red
TLOF.
2. The surrounding box is a continuous 6 inch (15 cm) wide white TLOF perimeter marking.
Figure 4-10b: Alternative Hospital Heliport Identification Symbols:

HOSPITAL
115
HOSPITAL
116
AC 150/5390-2B September 30, 2004
See Detail A
No weight limit
Takeoff weight of
design helicoptor
NOTES:
Notes:
1. See Appendix 3 for the form and proportion of the numbers used on the size and weight limitations.
2. 12 Indicates the TLOF has limited weight-carrying capability shown in thousands of pounds.
2. "12" 3. 44 the
indicates indicates
maximumthe rotor
takeoff diameter
weight of the
of the TLOF largest
design helicopter
helicopter, in units of for whichof the
thousands TLOF is designed.
pounds.
3. "44" indicates the rotor diameter of the largest helicopter for which the TLOF is designed, in units of feet.
Figure 4-12. TLOF Size and Weight Limitations:
HOSPITAL
117
NOTES:
1. Flush FATO and TLOF lights may be installed inside or outside ± 1-foot of the FATO and TLOF respective
perimeters.
Figure 4-13. Flush FATO and TLOF Perimeter Lighting:

HOSPITAL
118
AC 150/5390-2B September 30, 2004
NOTES:
1. Flush TLOF lights may be installed inside or outside ± 1-foot of the TLOF perimeter.
2. Raised FATO lights may be installed 10 ft (18.3 m) outside the perimeter of the FATO.
Figure 4-14. Flush TLOF and Raised FATO Perimeter Lighting:

HOSPITAL
119
FATO
TLOF
15 ft (4.6 m)
Not less than
20 ft (6.1m)
or more than 15 ft (4.6 m)
60 ft (18.3m)
15 ft (4.6 m)
15 ft (4.6 m)
NOTE: yellow omni-directional lights

HOSPITAL
120
AC 150/5390-2B September 30, 2004
Figure 4-16. Airspace Where Marking and Lighting Are Recommended:

HOSPITAL
121
BE ALERT
Always Avoid This Area As The

Helicopter Pilot Can't See You
The Pilot Can't See Don't

You Here Either Even Get
CLOSE To The
Tail Rotor

HOSPITAL
122
AC 150/5390-2B September 30, 2004
HELICOPTER FACILITIES ON AIRPORTS
500.GENERAL. Helicopters are able to operate on 503.SAFETY AREA. Safety Area dimensions and
most airports without unduly interfering with airplane clearances described in Chapter 2 should be applied
traffic. Separate facilities and approach/ departure to facilities being developed on an airport for GA
procedures may be necessary when the volume of helicopter usage. Safety Area dimensions and
airplane and/or helicopter traffic impacts operations. clearances given in Chapter 3 should be applied to
At airports with interconnecting passenger traffic, the facilities being developed on an airport for transport
terminal apron should provide gates for helicopter helicopter usage.
boarding. Persons who use a helicopter to go to an
airport generally require convenient access to the 504.VFR APPROACH/ DEPARTURE PATHS.
airport terminal and the services provided to airplane For GA helicopter operations, each FATO/TLOF
passengers. The airport layout plan (ALP) should be should have at least two approach/ departure paths
amended or revised to identify the location of the meeting the criteria in Chapter 2. For transport
exclusive-use helicopter facilities, TLOFs, FATOs, helicopter operations, each FATO/TLOF should have
Safety Areas, approach/ departure paths, and at least two approach/ departure paths meeting the
helicopter taxi routes and taxiways. This chapter criteria in Chapter 3. To the extent practical,
addresses design considerations for providing helicopter approach/ departure paths should be
separate helicopter facilities on airports. Figure 5-1 independent of approaches to and departures from
shows an example of a heliport located on an airport. active runways.
Other potential heliport locations are on the roofs of
passenger terminals or parking garages serving 505.PROTECTION ZONE. The protection zone is
passenger terminals. the area under the approach/ departure path starting at
the FATO perimeter and extending out for a distance
501.TOUCHDOWN AND LIFT-OFF AREA of 280 feet (85.3 m) for GA facilities and 400 feet
(TLOF). The TLOF should be located and designed (122 m) for Transport facilities, as illustrated in
to provide ready access to the airport terminal or to Figures 2-8 and 3-7. In the event of an engine
the helicopter user’s origin or destination. TLOF failure, the protection zone provides an emergency
dimensions and clearances described in Chapter 2 landing site that would minimize the risk of injury or
should be applied to facilities being developed for damage to property on the ground. The heliport
GA helicopter usage on an airport. TLOF dimensions proponent should own or control the property
and clearances given in Chapter 3 should be applied containing the protection zone. This control should
to facilities being developed for transport helicopter include the ability to clear incompatible objects and
usage on an airport. to preclude the congregation of people.
502.FINAL APPROACH AND TAKEOFF AREA 506.WINDSOCK. The recommendations in

(FATO). Chapter 2 should be applied to facilities being
developed on an airport for GA helicopter usage. The
a. FATO dimensions. FATO dimensions and recommendations in Chapter 3 should be applied to
clearances described in Chapter 2 should be applied facilities being developed on an airport for Transport
to facilities being developed for GA helicopter usage helicopter usage.
on an airport. FATO dimensions and clearances
given in Chapter 3 should be applied to facilities 507.TAXIWAYS AND TAXI ROUTES. Facilities
being developed for transport helicopter usage on an being developed for GA helicopter usage on an
airport. airport should meet or exceed the taxiway and taxi
route dimensions and clearances in Chapter 2.
b. Spacing Criteria. The recommended Facilities being developed for Transport helicopter
distance between the centerline of an approach to a usage on an airport should meet or exceed the
runway and the centerline of an approach to a FATO taxiway and taxi route dimensions and clearances in
for simultaneous, same direction, VFR operations is Chapter 3.
provided in Table 5-1.
a. Ground Taxiing and Hover Taxiing.
When exclusive helicopter taxiways or taxi routes are
123
developed at an airport, they should be located to display a cautionary sign similar to that illustrated in
minimize interaction with airplane operations. Figure 2-27.
b. Air Taxiing. Air taxiing at elevations b. Rescue and Fire Fighting Services.
approximately 100 feet (30.5 m) above the surface is Heliports should meet the criteria of NFPA Pamphlet
often preferred when helicopters must traverse long 418, Standards for Heliports, and NFPA Pamphlet
distances across an airport. 403, Aircraft Rescue Services. A firehose cabinet or
extinguisher should be provided at each access gate
508.HELICOPTER PARKING. Helicopter and each fueling location. Firehose cabinets, fire
parking positions should be located as close to the extinguishers, and other fire fighting equipment at
intended destination or origination of the passengers elevated TLOFs should be located adjacent to, but
as conditions and safety permit. Parking area below the level of, the TLOF. NFPA standards are
dimensions and clearances given in Chapter 2 should available at National Fire Protection Association web
be applied to facilities being developed for GA site http://www.nfpa.org.
helicopter usage on an airport. Parking area
dimensions and clearances described in Chapter 3 c. Communications. A UNICOM radio may
should be applied to facilities being developed for be used to provide arriving helicopters with heliport
Transport helicopter usage on an airport. Parking and traffic advisory information but may not be used
positions should be located to minimize the risk of to control air traffic. The Federal Communications
damage from helicopter rotor wash. Commission (FCC) should be contacted for
information on UNICOM licensing.
509.HELIPORT MARKERS AND MARKINGS.
The recommendations in Chapter 2 should be applied d. Weather. An AWOS measures and
to facilities being developed on an airport for GA automatically broadcasts current weather conditions
helicopter usage. The recommendations in Chapter 3 at the heliport site. When an AWOS is installed, it
should be applied to facilities being developed on an should be located at least 100 feet (30.5 m) and not
airport for Transport helicopter usage. more than 700 feet (213 m) from the TLOF
perimeter. Locate the AWOS so its instruments will
510.HELIPORT LIGHTING. The NOT be affected by rotor wash from helicopter
recommendations in Chapter 2 should be applied to operations. Guidance on AWOS systems is found in
facilities being developed on an airport for GA AC 150/5220-16, Automated Weather Observing
helicopter usage. The recommendations in Chapter 3 Systems (AWOS) for Non-Federal Applications.
should be applied to facilities being developed on an
airport for Transport helicopter usage. e. Winter Operations. Swirling snow raised
by a helicopter’s rotor wash can cause the pilot to
511. MARKING AND LIGHTING OF lose sight of the intended landing point. Swirling
OBSTRUCTIONS. The recommendations in snow on takeoff can hide objects that need to be
Chapter 2 should be applied to facilities being avoided. At least the TLOF, the FATO, and as much
developed on an airport for GA helicopter usage. The of the Safety Area as practical, should be kept free of
recommendations in Chapter 3 should be applied to snow. Heliport design should take into account the
facilities being developed on an airport for Transport methods and equipment to be used for snow removal.
helicopter usage The heliport design should allow the snow to be
removed sufficiently so the snow will not present an
512.SAFETY ENHANCEMENTS. obstruction hazard to either the tail rotor or the main
rotor. Guidance on winter operations is found in AC
a. Security. The operational areas of a heliport 150/5200-30, Airport Winter Safety and Operations.
need to be kept clear of people, animals, and vehicles. [Exception: In cases where the FATO is much larger
Ground-level general aviation heliports may require than the minimum requirement, it may not be
fenced operational areas to prevent the inadvertent or necessary to clear all of this additional area.]
unauthorized entry of persons, animals, or vehicles.
Fences should be as low as possible and located as far 513.VISUAL GLIDESLOPE INDICATORS. The
as possible from the FATO. Fences should not recommendations in Chapter 2 should be applied to
penetrate any approach/ departure (primary or facilities being developed on an airport for GA
transitional) surface. Access to airside areas should helicopter usage. The recommendations in of
be through controlled and locked gates or doors that Chapter 3 should be applied to facilities being
124
AC 150/5390-2B September 30, 2004
developed on an airport for Transport helicopter

usage.
514.PASSENGER SERVICES. The heliport

terminal requires curbside access for passengers
using private autos, taxicabs, and public transit
vehicles. Public waiting areas need the usual
amenities, and a counter for rental car services may
be desirable. Passenger auto parking areas should
accommodate current requirements and have the
capability of being expanded to meet future
requirements. Readily available public transportation
may reduce the requirement for employee and service
personnel auto parking spaces. The heliport terminal
building or sheltered waiting area should be attractive
and functional. AC 150/5360-9, Planning and
Design of Airport Terminal Facilities at Non-Hub
Locations, contains guidance on designing terminal
facilities. The AC is available at the Airports web site
http://faa.gov/arp.
Unless screening was carried out at the helicopter

passengers’ departure location, Transportation
Security Administration regulations may require that
a screening area and/or screening be provided before
passengers enter the airport's secured areas. Multiple
helicopter parking positions and/or locations may be
needed in the terminal area to service helicopter
passenger screening and/or cargo interconnecting
needs. Information about passenger screening is
available at Transportation Security Administration
web site http://www.tsa.gov/public/.
125
Figure 5-1. A Heliport Located on an Airport:
ON AIRPORT
Table 5-1. Recommended Distance Between FATO Center to Runway Centerline for VFR
Operations
Column 1 Column 2 Column 3 Column 4
Small Helicopter Medium Helicopter Heavy Helicopter
6,000 lbs or less 6,001 to 12,000 lbs over 12,000 lbs
Small Airplane 300 feet 500 feet 700 feet
12,500 lbs or less (91 m) (152 m) (213 m)
Large Airplane 500 feet 500 feet 700 feet
12,000 lbs to 300,000 lbs (152 m) (152 m) (213 m)
Heavy Airplane 700 feet 700 feet 700 feet
Over 300,000 lbs (213 m) (213 m) (213 m)
NONPRECISION INSTRUMENT OPERATIONS
600.GENERAL. Non-precision approach/ departure b. HILS Lights. The HILS consists of 24 uni-
missed approach procedures permit helicopter directional PAR 56, 200-watt white lights that extend
operations to continue during periods of reduced the FATO perimeter lights. The system extends both
visibility. Non-precision procedures are established the right and left edge lights as “edge bars” and both
in accordance with FAA Order 8260.3. Volume 5 the front and rear edge lights as “wing bars,” as
United States Standard for Terminal Instrument shown in Figure 6-1.
Procedures (TERPS) and FAA Order 8260.42,
Helicopter Non-precision Approach Criteria (1) Edge Bars. Edge bar lights are spaced
Utilizing the Global Positioning System (GPS). The at 50-foot (15.2 m) intervals, measured from the front
FAA Orders are available at the AFS 420 web site and rear row of the FATO perimeter lights.
http://av-info.faa.gov/terps/.
(2) Wing Bars. Wing bar lights are spaced
The following criteria for the improved lighting at 15-foot (4.57 m) intervals, measured from the line
system and increased airspace are recommended. of FATO perimeter (side) lights.
a. Early FAA Contact Urged. This chapter c. Optional TLOF Lights. An optional feature
addresses issues that heliport owners should consider is a line of seven white flush L-850A lights spaced at
before requesting the development of non-precision 5-foot (1.5 m) intervals installed in the TLOF
approach/ departure/missed approach procedures. pavement. These lights are aligned on the centerline
The recommendations and standards in this AC are of the approach course to provide close-in directional
not intended to be sufficient to design an instrument guidance and improve TLOF surface definition.
procedure. Heliport owners desiring instrument These lights are illustrated in Figures 6-1.
procedures are urged to initiate early contact with the
appropriate FAA Flight Procedures Office. 602.OBSTACLE EVALUATION SURFACES.
The following surfaces are evaluated for object
b. Non-precision Approach Airspace. Those penetrations.
who design non-precision approach/ departure/missed
approach procedures have some flexibility in the a. Final Approach Segment Surfaces.
design of such procedures. For this and other Figure 6-2 illustrates these surfaces.
reasons, the clear airspace required to support non-
precision operations is complex, and it does not lend (1) FAA Order 8260.42 defines a Waypoint
itself to simple description, even using figures. Tolerance Area around the Missed Approach Point
Consequently, the figures in this chapter do NOT (MAP). This area extends from a line 0.3 nmi [1823
describe the full range of possibilities in this regard. feet] (556 M) prior to the MAP (known as the Earliest
Refer to the latest revision of FAA Order 8260.42 for Point MAP) to a line 0.3 nmi [1823 feet] (556 m) past
more detailed information. the MAP (known as the Latest Point MAP). Within
this area and laterally to the primary course boundary,
601.IMPROVED LIGHTING SYSTEM. the obstacle evaluation surface is 250 feet (76.2 m)
Perimeter lighting enhancement and the Heliport beneath the elevation of the MAP.
Instrument Lighting System (HILS), illustrated in
Figure 6-1, are recommended. (2) Primary Area Obstacle Evaluation
Surfaces. The obstacle evaluation surface extends
NOTE: Lower visibility minimums may be possible longitudinally from the Final Approach Fix (FAF) to
if a Heliport Approach Lighting System (HALS) is the Earliest Point MAP and laterally to the primary
installed (see Figure 7-2). boundaries on each side of the final course centerline.
At the FAF, the obstacle evaluation surface is at an
a. FATO Perimeter Lighting Enhancement. elevation 250 feet (76.2 m) below the FAF. At the
An additional raised, green L-861SE light is inserted Earliest Point MAP, the obstacle evaluation surface is
between each light in the front and rear rows of the at an elevation 250 feet below (76.2 m) the MAP.
raised perimeter lights to enhance the definition of
the FATO.
(3) Secondary Area Obstacle Evaluation
Surfaces. The obstacle evaluation surface extends
longitudinally from the FAF to the Latest Point MAP
and laterally from the edge of the primary boundary
to the edge of the secondary boundary. At the
primary boundary, the secondary obstacle evaluation
surface is at the same elevation as the primary
obstacle evaluation surface. Moving laterally, the
secondary obstacle evaluation surface rises uniformly
to an elevation 250 feet (76.2 m) higher than its
elevation at the primary boundary.
b. Visual Segment of the Non-precision

Approach. The approach surface is a trapezoidally
shaped plane starting at the visual segment reference
line (VSRL) at the TLOF elevation. It begins at a
width of 150 feet (46 m) and flares outward to a
width of approximately 0.8 nmi [4,861 feet] (1,482
m). The surface rises upward on a slope that is one
degree less than the visual segment descent angle
(VSDA). Figure 6-3 illustrates these surfaces.
c. VFR Approach/ Departure Surfaces. The

VFR approach/ departure surfaces described in
paragraphs 204, 304, 404, and 504 also apply at a
heliport with a non-precision instrument approach.
d. Missed Approach Surfaces. All instrument

procedures require a missed approach procedure.
The ability to support low-landing minima, even
when the approach trapezoid is void of penetrations,
may be controlled by objects in the missed approach
segment of the procedure. Missed approach surfaces
are complex and beyond the scope of this AC.
Missed approach surfaces need to be discussed with
an FAA airspace procedures specialist early in the
effort to develop an instrument procedure.
NOTE: When a heliport does not meet the criteria

of this AC, FAA Order 8260.42A requires that a non-
precision approach be published as a SPECIAL
procedure with annotations that special aircrew
qualifications are required to fly the procedure.
Edge Bar
Edge Bar
Optional Lights
5 ft ( 1.5 m) Spacing
Wing Bar Wing Bar
Lighted
Windsock
Wing Bar Wing Bar

Directional Lights
Additional Omni-
15 ft (4.6 m) Spacing
Wing Bars and Edge Bars
Par 56, 200 Watt Clear Lights
Flush TLOF Centerline Lights

L-850A, 200 Watt Lights
Flush FATO Edge Light

Edge Bar
L-861 SE, 115 Watt Yellow Lights

Edge Bar
[NOTE: Raised FATO edge light are

also an option. Raised FATO edge lights
would be placed outside the FATO as per
paragraph 210d(3) and 310c(2).1]
Perimeter Enhancement Lights

L-861 SE, 115 Watt Yellow Lights
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.
Figure 6-1. Heliport Instrument Lighting System (HILS):

NONPRECISION
Figure 6-2. Non-precision Approach/ Departure Surfaces – Final Approach Segment:
NONPRECISION
Figure 6-3. Non-precision Approach/ Departure Surfaces – Visual Segment:
NONPRECISION
PRECISION APPROACH OPERATIONS
700.GENERAL. Precision instrument approach/ 702.LIGHTING REQUIREMENTS. The

departure/missed approach procedures are necessary following lighting systems are necessary for a
to provide the operational capability desired by many helicopter precision instrument approach procedure
executive and corporate users. Such procedures are with the lowest minimums.
established in accordance with FAA Order 8260.3,
Volume 5, United States Standard for Terminal a. The HALS installation, depicted in
Instrument Procedures (TERPS), and are essential to Figure 7-2, is a distinctive approach lighting
ensure the all-weather reliability needed for a configuration designed to prevent it from being
helicopter air carrier to be successful in offering mistaken for an airport runway approach lighting
scheduled service. This chapter describes the larger system.
ground area (FATO) associated with precision
instrument operations and describes the imaginary b. Enhanced Perimeter Lighting System.
aerial surfaces that are evaluated for the impact of The enhanced perimeter lighting system, as described
object penetrations. The FAA Order is available at in Chapter 6, strengthens the conspicuity of the front
the AFS 420 web site http://av-info.faa.gov/terps/. and back lines of perimeter lights.
a. Early FAA Contact Urged. This chapter c. Heliport Instrument Lighting System
addresses issues that heliport owners should consider (HILS). The HILS system, described in Chapter 6,
before requesting the development of precision uses PAR-56 lights to extend the lines of perimeter
approach/ departure/missed approach procedures. lights fore and aft and right and left.
The recommendation and standards in this AC are not
intended to be sufficient to design instrument 703.OBSTACLE EVALUATION SURFACES.
procedures. Heliport owners desiring instrument The operational minimums, determined by the FAA
procedures are urged to initiate early contact with the in establishing a helicopter precision approach
appropriate FAA Flight Procedures Office. procedure, depend upon the extent that objects or
structures penetrate the surfaces described below and
b. Precision Airspace. Those who design depicted in Figure 7-3. The FAA needs to know the
precision approach/ departure/missed approach location and elevations of objects that penetrate the
procedures have some flexibility in the design of such described surfaces to advise the heliport owner as to
procedures. For this and other reasons, the clear the lowest practical approach angle and prospective
airspace required to support precision operations is operational minimums.
complex, and it does not lend itself to simple
description, even using figures. Consequently, the a. Approach Surface. A precision approach
figures in this chapter do NOT describe the full range surface is a trapezoidally shaped plane beginning at
of possibilities in this regard. Refer to FAA Order the near perimeter of the instrument FATO. The
8260.3, for more detailed information. trapezoid extending outward for 25,000 feet
(7,620 m) in the direction of the approach has an
701.FINAL APPROACH REFERENCE AREA initial width of 1,000 feet (305 m) and flares to a
(FARA). A certificated helicopter precision approach width of 6,000 feet (1,829 m) at the far end. An
procedure terminates with the helicopter coming to a approach surface rising upward on not more than a
hover or touching down within a 150-foot-wide 34:1 slope (34 units horizontal to 1 unit vertical), as
(45 m) by at least 150-foot long (45 m) FARA. The depicted in Figure 7-3, is required for a 3-degree
FARA is located at the far end of a 300-foot-wide by glideslope approach angle. An approach surface
1,225-foot- long (91 m by 373 m) FATO required for rising upward on not more than a 22.7:1 slope
a precision instrument procedure. Figure 7-1 (22.7 units horizontal in 1 unit vertical) is required
illustrates the FARA/FATO relationship. for a 4.5- degree glideslope approach angle. An
approach surface rising upward on not more than a
17.7:1 slope (17.7 units horizontal in 1 unit vertical)
is required for a 6- degree glideslope approach angle.
The glideslope approach angle can vary in increments
of 0.1 degree from 3 degrees up to 6 degrees with
corresponding adjustments to the slope of the
approach surface and to the landing minimums.
b. Transitional Surfaces. A precision

instrument approach has transitional surfaces
associated with the instrument FATO and the
certificated approach surface.
(1) FATO. Inner-transitional surfaces abut

each side and, when there is no back approach, the
non approach end of an instrument FATO.
Transitional surfaces are 350 feet (107 m) wide and
rise upward at right angles to the centerline of the
instrument FATO on a 7:1 slope (7 units horizontal in
1 unit vertical).
(2) Approach Surface. Transitional

surfaces abut each edge of the precision approach
trapezoid. The surface is 600 feet (183 m) wide at
the FATO end and flares to a width of 1,500 feet
(457 m) at the far end of the approach trapezoid.
Transitional surfaces rise upward at right angles to
the centerline of the approach course on a 7:1 slope
(7 units horizontal in 1 unit vertical).
c. Missed Approach Surfaces. All instrument

procedures require a missed approach procedure.
The ability to support low-landing minima, even
when the approach trapezoid is void of penetrations,
may be controlled by objects in the missed approach
segment of the procedure. While Figure 7-3
illustrates the initial portion of a missed approach
surface, missed approach surfaces are complex and
beyond the scope of this AC. Missed approach need
to be discussed with an FAA flight procedures
specialist early in the effort to develop an instrument
procedure.
Figure 7-1. FARA/FATO Relationship:
PRECISION
Figure 7-2. HALS Lighting System:

PRECISION
Figure 7-3. Precision Approach/ Departure Surfaces:
PRECISION
137
HELIPORT GRADIENTS AND PAVEMENT DESIGN
800.GENERAL. This chapter provides guidance on 804.PARKING AREA GRADIENTS. Parking area
designing heliport pavements, including design loads, grades should not exceed 2.0 percent in any area
and addresses soil stabilization as a method of where a helicopter is expected to park.
treating non paved operational surfaces. Operational
surfaces such as the TLOF, FATO, Safety Areas, 805.TAXIWAY AND TAXI ROUTE
parking areas, taxi routes, and taxiways should GRADIENTS. Taxiway longitudinal gradients
present a reasonably smooth, uniformly graded should not exceed 2.0 percent. Transverse gradients
surface. The surfaces of a heliport should be should not be less than 0.5 percent nor greater than
designed to provide positive drainage. 2.0 percent.
801.TLOF GRADIENTS. 806.DESIGN LOADS. The TLOF and any load-

bearing surfaces should be designed and constructed
a. General Aviation Heliport. To ensure to support the weight of the design helicopter and any
drainage, the TLOF should have a minimum gradient ground support vehicles. Loads are applied through
of 0.5 percent and a maximum gradient of 2.0 the contact area of the tires for wheel-equipped
percent. helicopters or the contact area of the skid for skid
equipped helicopters. Helicopter weights, landing
b. Hospital Heliport. To ensure drainage, the gear configurations, and dimensional data are listed
TLOF should have a gradient between 0.5 and 1.0 in Appendix 1.
percent and a maximum gradient of 2.0 percent.
a. Static Loads. For design purposes, the
c. Transport Heliport. To ensure drainage, design static load is equal to the helicopter's
the TLOF should have a longitudinal gradient maximum takeoff weight applied through the total
between 0.5 and 1.0 percent and a transverse gradient contact area of the wheels or skids. Contact the
between 0.5 and 1.5 percent. manufacturers to obtain the contact area for the
specific helicopters of interest.
802.FATO GRADIENTS. The recommended
gradients for a load bearing FATO range from a b. Dynamic Loads. A dynamic load of one-
minimum of 0.5 percent to a maximum of fifth of a second or less duration may occur during a
5.0 percent. FATO grades in any areas where a hard landing. For design purposes, dynamic loads
helicopter is expected to land should not exceed should be assumed at 150 percent of the takeoff
2.0 percent. To ensure TLOF drainage, gradients of weight of the design helicopter. When specific
rapid runoff shoulders should range between 3.0 and loading data is not available, assume 75 percent of
5.0 percent. These recommendations are illustrated the weight of the design helicopter to be applied
in Figure 8-1 for a concrete TLOF and stabilized turf equally through the contact area of the rear two rear
FATO. wheels (or the pair rear wheels of a dual-wheel
configuration) of a wheel-equipped helicopter. For a
NOTE: When the FATO is non-load bearing and/or skid equipped helicopter assume 75 percent of the
not intended for use by the helicopter, there are no weight of the design helicopter to be applied equally
specific requirements for the gradient of the surface. through the aft contact areas of the two skids of a
In this case the gradient should be 5 percent or more skid-equipped helicopter. (See Figure 8-2.) The
to ensure adequate drainage away from the area of manufacturer should be contacted to obtain the aft
the TLOF. contact area for a specific helicopter of interest.
803.SAFETY AREA GRADIENTS. The surface of c. Rotor Loads. Rotor downwash loads are
the Safety Area should not be steeper than a approximately equal to the weight of the helicopter
downward slope of 2:1 (2 units horizontal in 1 unit distributed uniformly over the disk area of the rotor.
vertical). In addition, the surface of the Safety Area Tests have established that rotor downwash loads are
should not be higher than the FATO edge. generally less than the loads specified in building
codes for snow, rain, or wind loads typically used in
structural design calculations.
AC 150/5390-2B September 30, 2004
807.PAVEMENT DESIGN AND SOIL gravel, coarse sand, or oyster shells. The ratio of
STABILIZATION. Pavements distribute the aggregate to soil should be sufficient to improve the
helicopters’ weight over a larger area of the stability of the soil yet retain the soil’s ability to
subsurface as well as provide a water-impervious, support grass. For additional guidance, see Item 217
skid-resistant wearing surface. Paving TLOFs, of AC 150/5370-10, Standards for Specifying
FATOs, taxiways, and parking aprons is encouraged Construction of Airports.
to improve their load carrying ability, minimize the
erosive effects of rotor wash, and facilitate surface c. Formed Masonry Shapes. Precast
runoff. Stabilizing unpaved portions of the FATO masonry shapes vary in size and shape-from a brick
and taxi routes subjected to rotor wash is paver to an open block. Pavers can be laid on a
recommended. In some instances, loads imposed by prepared bed to present a solid surface. Precast
ground support vehicles may exceed those of the blocks can be embedded in the soil with grass
largest helicopter expected to use the facility. growing in the natural openings. Architectural
Guidance on pavement design and on stabilizing soils catalogs identify different masonry shapes that are
is contained in AC 150/5320-6, Airport Pavement commercially available for this purpose.
Design and Evaluation, and AC 150/5370-10,
Standards for Specifying Construction of Airports. d. Pierced Metal Panels. Perforated metal
The ACs are available at the Airports web site panels that allow grass to grow through the openings
http://faa.gov/arp. can be laid on the ground to provide a hard surface
for helicopter operations. Engineering catalogs
a. Pavements. In most instances, a 6-inch identify commercially available panels.
thick (15 cm) Portland Cement Concrete (PCC)
pavement is capable of supporting operations by
helicopters weighing up to 20,000 pounds (9,070 kg).
Thicker pavements are required for heavier
helicopters or where the quality of the subsurface soil
is questionable. PCC pavement is recommended for
all heliport surfaces used by helicopters.
b. Stabilizing Soils. Different methods of soil

stabilization may be used to meet different site
requirements. Helicopter weight, ground support
vehicle weight, operational frequency, soil analysis,
and climatic conditions should be considered in
selecting the method(s) and extent of surface
stabilization.
(1) Turf. A well-drained and well-

established turf that presents a smooth, dense surface
is generally considered to be the most cost-effective
surface stabilization available. In some combinations
of climates and weather conditions, turf surfaces are
capable of supporting the weight of many of the
smaller helicopters for low frequency use by private
and corporate operators during much of the year.
Turf surfaces also provide reasonable protection
against wind, rotor wash, or water erosion. Climatic
and soil conditions dictate the appropriate grass
species to use at the site.
(2) Aggregate Turf. Heliports located on

soils that have poor load-carrying capabilities when
wet may be able to overcome this deficiency by
mixing selected granular materials into the upper 12
inches (30 cm) of the soil. Suitable granular
materials for this purpose are crushed stone, pit-run
139
NOTE: FATO non-loading bearing surfaces should be stabilized.
Figure 8-1. Heliport Grades and Rapid Runoff Shoulder:

GRADIENTS AND PAVEMENT
AC 150/5390-2B September 30, 2004
Appendix 1
               
               
           
           
Figure 8-2. Helicopter Landing Gear Loading:

GRADIENTS AND PAVEMENT
141
APPENDIX 1. HELICOPTER DATA
1. INTRODUCTION. This appendix contains 2. VERIFICATION. The published information

selected helicopter data needed by a heliport designer. has been verified by the various helicopter
These data represent the most critical weight, manufacturers and is current as of the date of
dimensional, or other data entry for that helicopter publication. If more specific data is needed, contact
model, recognizing that specific versions of the the manufacturer(s) of the specific helicopter(s) of
model may weigh less, be smaller in some feature, interest.
carry fewer passengers, etc.
A Manufacturer name and helicopter model

B Maximum takeoff weight in pounds.
C Overall length in feet. (Rotors at their maximum extension.)
D Overall height in feet. (Usually at tail rotor.)
E Rotor diameter in feet.
F Rotor plane clearance in feet.
G Distance from rotor hub to tip of tail rotor in feet.
H Tail rotor diameter (in feet)
I Tail rotor ground clearance in feet.
J Type of undercarriage.
K Undercarriage length in feet.
L 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.
O Standard fuel capacity in gallons
Table A1- . Legend for Figure A1-1 and Table A1-2
Figure A1-1. Helicopter Dimensions
September 30, 2004 AC 150/5390-2B
Appendix 1
Table A1-2 Helicopter Dimensions

AC 150/5390-2B September 30, 2004
Appendix 1

AC 150/5390-2B September 30, 2004
Appendix 2
APPENDIX 2. AVIATION ORGANIZATIONS
STATE AVIATION OFFICES CALIFORNIA (continued)

ALABAMA Postal Address:
Alabama Department of Transportation Department of Transportation
Aeronautics Bureau Division of Aeronautics, MS # 40
1409 Coliseum Blvd. P. O. Box 942874
Montgomery, AL 36130 Sacramento, CA 94274-0001
Telephone: 334-242-6820
FAX: 205-240-3274 COLORADO
Division of Aeronautics
ALASKA Colorado Department of Transportation
Department of Transportation & 6848 South Revere Parkway, Suite 3-101
Public Facilities Englewood, CO 80112-6703
P.O. Box 196900 Telephone: 303-397-3045
Anchorage, AK 99519-6900 FAX: 303-397-3042
Telephone: 907-269-0731 http://www.colorado-aeronautics.org/
FAX: 907-243-1512
http://www.dot.state.ak.us/stwdav/stwdav.html# 5126 Front Range Parkway
Watkins, CO 80137
ARIZONA 303-261-4418
Division of Aeronautics
Arizona Department of Transportation CONNECTICUT
255 E. Osborn Road, Suite 101 Bureau of Aviation and Ports
Phoenix, AZ 85012 Connecticut Department of Transportation
or 2800 Berlin Turnpike
Mail Drop 426M P.O. Box 317546
Phoenix, AZ 85002-3588 Newington, CT 06131-7546
Telephone: 602-294-9144 Telephone: 860-594-2529
FAX: 602-294-9141 FAX: 860-594-2574
http://www.dot.state.az.us/Aero/index.htm http://www.ct.gov/dot/cwp/view.asp?
a=1402&q=259246&dotPNavCtr=|#40584
ARKANSAS
Department of Aeronautics DELAWARE
Regional Airport Terminal Building Aeronautics Administration
No. 1 Airport Drive, 3rd Floor Delaware Transportation Authority
Little Rock, AR 72202 Department of Transportation
Telephone: 501-376-6781 P.O. Box 778
FAX: 501-378-0820 Dover, DE 19903
http://www.ahtd.state.ar.us/ Telephone: 302-739-3264
FAX: 302-739-5711
CALIFORNIA
Division of Aeronautics Program FLORIDA
Department of Transportation Aviation Office
1120 N. Street-Room 3300 Florida Department of Transportation
P.O. Box 942874 605 Suwannee Street
Sacramento, CA 94274-0001 Mail Stop 46
Telephone: 916-654-4959 Tallahassee, FL 32399-0450
FAX: 916-653-9531 Telephone: 904-488-8444
http://www.dot.ca.gov/hq/planning/aeronaut/htmlfile/ FAX: 904-487-3403
index.php
AC 150/5390-2B September 30, 2004
Appendix 2
GEORGIA KANSAS
Georgia Department of Transportation Division of Aviation
Office of Intermodal Programs Kansas Department of Transportation
276 Memorial Drive, SW Docking State Office Building
Atlanta, GA 30303-3743 915 SW Harrison
Telephone: 404-651-9201 Topeka, KS 66612-1568
FAX: 404-651-5209 Telephone: 913-296-2553
FAX: 913-296-7927
HAWAII
Airports Division KENTUCKY
Hawaii Department of Transportation Office of Aeronautics
Honolulu International Airport Kentucky Transportation Cabinet
Honolulu, HI 96819-1898 421 Ann Street
Telephone: 808-836-6542 Frankfort, KY 40622
FAX: 808-836-6441 Telephone: 502-564-4480
FAX: 502-564-7953
IDAHO
Bureau of Aeronautics LOUISIANA
Idaho Department of Transportation Aviation Division
3483 Rickenbacker Street Department of Transportation & Development
P.O. Box 7129 P.O. Box 94245
Boise, ID 83705 Baton Rouge, LA 70804-9245
FAX: 208-334-8789 FAX: 504-379-1394
ILLINOIS MAINE
Division of Aeronautics Office of Passengers Transportation
Department of Transportation Maine Department of Transportation
Capital Airport - One Langhorne Bond Dr. Augusta State Airport Station #16
Springfield, IL 62707-8415 Augusta, ME 04333
FAX: 217-785-4533 FAX: 207-287-1030
INDIANA MARYLAND
Division of Aeronautics Maryland Aviation Administration
Indiana Department of Transportation Maryland Department of Transportation
143 West Market Street, Suite 300 P.O. Box 8766
Indianapolis, IN 46204 Baltimore/Washington Intl. Airport
Telephone: 317-232-1496 MD 21240
FAX: 317-232-1499 Telephone: 410-859-7100
FAX: 410-850-4729
IOWA
Office of Aeronautics MASSACHUSETTS
Air and Transit Division Massachusetts Aeronautics Commission
Iowa Department of Transportation 10 Park Plaza, Room 6620
International Airport Boston, MA 02116-3966
Des Moines, IA 50321 Telephone: 617-973-8881
Telephone: 515-287-3315 FAX: 617-973-8889
FAX: 515-287-7731
AC 150/5390-2B September 30, 2004
Appendix 2
MICHIGAN NEW HAMPSHIRE

Bureau of Aeronautics Division of Aeronautics
Department of Transportation Municipal Airport
2nd Floor, Terminal Building 65 Airport Road
Capital City Airport Concord, NH 03301-5298
Lansing, MI 48906 Telephone: 603-271-2551
Telephone: 517-373-1834 FAX: 603-271-1689
FAX: 517-886-0366
NEW JERSEY
MINNESOTA Office of Aviation
Aeronautics Office New Jersey Department of Transportation
Minnesota Department of Transportation 1035 Parkway Avenue CN 610
Transportation Building, Room 417 Trenton, NJ 08625
395 John Ireland Boulevard Telephone 609-530-2900
St. Paul, MN 55155 FAX 609-530-5719
Telephone: 612-296-8202
FAX: 612-297-5643 NEW MEXICO
Aviation Division
MISSISSIPPI State Highway and Transportation Department
Mississippi Aeronautics Bureau P.O. Box 1149
Department of Economic & Community Santa Fe, NM 87504-1149
Development Telephone 505-827-0332
100 Airport Drive FAX 505-827-0431
Jackson, MS 39208
Telephone: 601-354-6970 NEW YORK
FAX: 601-354-6969 Aviation Division
New York State Department of Transportation
MISSOURI 1220 Washington Avenue
Department of Highways & Transportation Albany, NY 12232
Aviation Section Telephone 518-457-2821
P.O. Box 270 FAX 518-457-9779
Jefferson City, MO 65102
Telephone: 314-751-2589 NORTH CAROLINA
FAX: 314-751-6555 Division of Aviation
North Carolina Department of Transportation
MONTANA P.O. Box 25201
Aeronautics Division Raleigh, NC 27611
Department of Transportation Telephone 919-840-0112
P.O. Box 5178 FAX 919-840-0645
Helena, MT 59604
Telephone: 406-444-2506 NORTH DAKOTA
FAX: 406-444-2519 North Dakota Aeronautics Commission
2301 University Drive
NEBRASKA Box 5020
Nebraska Department of Aeronautics Bismarck, ND 58502
P.O. Box 82088 Telephone 701-224-2748
Lincoln, NE 68501 FAX 701-224-2780
Telephone: 402-471-2371
FAX: 402-471-2906 OHIO
Ohio Department of Transportation
NEVADA Division of Aviation
Nevada Department of Transportation 2829 West Dublin-Granville Road
1263 South Stewart Street Columbus, OH 43235
Carson City, NV 89712 Telephone 614-793-5040
Telephone: 775-888-7353 FAX 614 761-9609
FAX: 775-888-7207
AC 150/5390-2B September 30, 2004
Appendix 2
OKLAHOMA TENNESSEE
Oklahoma Aeronautics and Space Commission Office of Aeronautics
Department of Transportation Building Tennessee Department of Transportation
200 NE 21st Street, B-7 1st Floor P.O. Box 17326
Oklahoma City OK 73105 Nashville, TN 37217
Telephone 405-521-2377 Telephone: 615-741-3208
FAX 405-521-2524 FAX: 615-741-4959
OREGON TEXAS
Division of Aeronautics Texas Department of Transportation
Oregon Department of Transportation Division of Aeronautics
3040 25th Street, SE P.O. Box 12607
Salem, OR 97310 Austin, TX 78711-2607
FAX: 503-373-1688 FAX: 512-479-0294
PENNSYLVANIA UTAH
Bureau of Aviation Aeronautical Operations Division
Pennsylvania Department of Transportation Utah Department of Transportation
208 Airport Drive 135 North 2400 West
Harrisburg International Airport Salt Lake City, UT 84116
Middletown, PA 17057 Telephone: 801-533-5057
Telephone: 717-948-3915 FAX: 801-533-6048
FAX: 717-948-3527
VERMONT
PUERTO RICO Agency of Transportation
Puerto Rico Ports Authority 133 State Street
P.O. Box 362829 Montpelier, VT 05602
San Juan, PR 00936-2829 Telephone: 802-828-2657
Telephone: 809-723-2260 FAX: 802-828-2024
FAX: 809-722-7867
VIRGINIA
RHODE ISLAND Department of Aviation
Rhode Island Airport Corporation 4508 S. Laburnum Avenue
Department of Airports Richmond, VA 23231-2422
Theodore Francis Green State Airport Telephone: 804-786-1364
2000 Post Road FAX: 804-786-3690
Warwick, RI 02886
Telephone: 401-737-4000 WASHINGTON
FAX: 401-732-4953 Division of Aeronautics
Washington Department of Transportation
SOUTH CAROLINA 8600 Perimeter Road-Boeing Field
South Carolina Aeronautics Commission Seattle, WA 98108-3885
P.O. Box 280068 Telephone: 206-764-4131
Columbia, SC 29228-0068 FAX: 206-764-4001
Telephone: 803-822-5400
FAX: 803-822-8002 WEST VIRGINIA
Department of Transportation
SOUTH DAKOTA Building 5, Room A-109
Office of Aeronautics West Virginia State Capital
700 Broadway Avenue East Charleston, WV 25305
Pierre, SD 57501-2586 Telephone: 304-348-0444
Telephone: 605-773-3574 FAX: 304-348-4076
FAX: 605-773-3921
AC 150/5390-2B September 30, 2004
Appendix 2
WISCONSIN
Bureau of Aeronautics
Division of Transportation Assistance
Wisconsin Department of Transportation
P.O. Box 7914
Madison, WI 53707-7914
Telephone: 608-266-3351
FAX: 608-267-6748
WYOMING
Wyoming Department of Transportation
5300 Bishop Boulevard
P.O. box 1708
Cheyenne, WY 82002-9019
Telephone: 307-777-4480
FAX: 307-637-7352
September 30, 2004 AC 150/5390-2B
Appendix 2
Aviation Organizations/Associations
AIRPORT CONSULTANTS COUNCIL HELICOPTER SAFETY ADVISORY

908 King Street, Suite 100 CONFERENCE
Alexandria, VA 22314 c/o Casey Lowery
Telephone: 703-683-5900 225 Aviation Road
FAX: 703-683-2564 Houma, LA 70363
http://www.acconline.org/ Telephone: 985-223-6152
FAX: 985-872-5258
http://www.hsac.org/
AMERICAN HELICOPTER SOCIETY
INTERNATIONAL
217 N. Washington St. NATIONAL ASSOCIATION OF STATE AVIATION
Alexandria, VA 22314-2538 OFFICIALS
Telephone: 703-684-6777 101 Wayne Ave. Suite 930
FAX: 703-739-9279 Silver Spring, MD 20910
http://www.vtol.org/ Telephone: 301-588-0587
Email: Staff@vtol.org FAX: 301-585-1803
http://www.nasao.org/
ASSOCIATION OF AIR MEDICAL SERVICES NATIONAL BUSINESS AIRCRAFT

526 King St., Suite 415 ASSOCIATION
Alexandria, VA 22314-3134 1200 18th Street, Northwest, Suite 400
Telephone: 703-836-8732 Washington, DC 20036-2527
FAX: 703-836-8920 Telephone: 202-783-9000
http://www.aams.org/ FAX: 202-331-8364
http://www.nbaa.org/
HELICOPTER ASSOCIATION INTERNATIONAL
1635 Prince Street NATIONAL EMS PILOTS ASSOCIATION
Alexandria, VA 22314 526 King St., Suite 415
Telephone: (703)683-4646 Alexandria, VA 22314-3134
Fax: (703)683-4745 Telephone: 703-836-8930
http://www.rotor.com/ FAX: 703-836-8920
http://www.nemspa.org/
AC 150/5390-2B draft of 5 September 2018
Appendix 3
FEDERAL AVIATION ADMINISTRATION

AIRPORTS DIVISION OFFICES
ALASKAN REGION CENTRAL REGION

Alaskan Regional Office (IA, KS, MO, NE)
(AK) Airports Division, AAL-600 Central Regional Office
222 West 7th Avenue, Box 14 Airports Division, ACE-600
Anchorage, AK 99513 901 Locust
Telephone: 907-271-5438 Kansas City, MO 64106-2325
FAX: 907-271-2851 Telephone: 816-329-2647
FAX: 816-329-2610
NEW ENGLAND REGION
(CT, MA, ME, NH, RI, VT) SOUTHWEST REGION
New England Regional Office (AR, LA, NM, OK, TX)
Airports Division, ANE-600 Southwest Regional Office
12 New England Executive Park Airports Division, ASW-600
Burlington, MA 01803-5299 2061 Meacham Boulevard
Telephone: 781-238-7600 Fort Worth, Texas 76173-4298
FAX: 781-238-7608 Telephone: 817-222-5600
FAX: 817-222-5984
EASTERN REGION
(DC, DE, MD, NJ, NY, PA, VA, WV) NORTHWEST MOUNTAIN REGION
Eastern Regional Office (CO, ID, MT, OR, UT, WA, WY)
Airports Division, AEA-600 Northwest Regional Office
1 Aviation Plaza Airports Division, ANM-600
Jamaica, NY 11434-4809 1601 Lind Avenue SW, Suite 315
Telephone: 718-553-3341 Renton, Washington 98055-4056
FAX: 718-995-5615 Telephone: 425-227-2600
FAX: 425-227-1600
SOUTHERN REGION
(AL, FL, GA, KY, NC, SC, TN, PR, VI) WESTERN-PACIFIC REGION
Southern Regional Office (AZ, CA, HI, NV, GU)
Airports Division, ASO-600 Western-Pacific Regional Office
P.O. Box 20636 Airports Division, AWP-600
Atlanta, GA 30320-0631 P.O. Box 92007
Telephone: 404-305-6700 Los Angeles, CA 90009
FAX: 404-305-6730 Telephone: 310-725-3600
FAX: 310-725-6847
GREAT LAKES REGION
(IL, IN, MI, MN, ND, OH, SD, WI)
Great Lakes Regional Office
Airports Division, AGL-600
2300 East Devon Avenue
Des Plaines, IL 60018
Telephone: 847-294-7272
FAX: 847-294-7036
APPENDIX 3. DIMENSIONS FOR MARKING SIZE AND WEIGHT LIMITATIONS
Introduction. The form and proportion of numbers for marking TLOF and parking area size and weight
limitations are shown below.
5in [13cm]
2in [5cm]
14in [35cm]
7in [18cm] horizontal stroke 5in [13cm]

10in [25cm]
4in [10cm] 5in [13cm]

10in [25cm]
vertical stroke
24in [60cm]
10in [25cm]
12in [30cm]
12in [30cm]
12in [30cm]
5in [13cm]
13in [33cm]
23in [58cm]
13in [33cm]
16in [41cm] 5in [13cm]
3in [8cm]
2in [5cm] 5in [13cm]
Note :
All characters shall have the following characteristics
(unless otherwise specified):
36in [91cm] high
18in [46cm] wide
vertical stroke of 5in [13cm]
horizontal stroke of 6in [15cm]
12in [30cm]
Figure A3- . Form and Proportions of 3 foot (0.9 m) Numbers for Marking Size and Weight
Limitations
AC 150/5390-2B September 30, 2004
Appendix 3
4in [10cm]
8in [20cm]
12in [30cm] horizontal stroke

16in [41cm]
24in [61cm]
6in [15cm] 8in [20cm]
8in [20cm]
16in [41cm]
vertical stroke
40in [102cm]
16in [41cm]
20in [51cm] 20in [51cm]
8in [20cm]
20in [51cm]
22in [56cm]
38in [91cm]
26in [66cm] 22in [56cm]
8in [20cm]
4in [10cm]
4in [10cm] 8in [20cm]
Note :
All characters shall have the following characteristics
(unless otherwise specified):
60in [152cm] high
30in [76cm] wide
vertical stroke of 8in [20cm]
horizontal stroke of 10in [25cm]
20in [51cm]
Figure A3- . Form and Proportions of 5 foot (1.5 m) Numbers for Marking Size and
Weight Limitations
AC 150/5390-2B draft of 5 September 2018
Appendix 4
APPENDIX 4. ASSOCIATED PUBLICATIONS
The following is a listing of related documents. 14. AC 150/5345-12, Specification for Airport and
Current Advisory Circulars are available from the Heliport Beacon.
FAA web site http://www.airweb.faa.gov/. Current
Electronic Code of Federal Regulations (e-CFRs) are 15. AC150/5345-27, Specification for Wind Cone
available from the Government Printing Office web Assemblies.
site http://www.gpoaccess.gov/ecfr/. Airport
Advisory Circulars are available at the Airports web 16. AC 150/5345-28, Precision Approach Path
site http://faa.gov/arp. Technical reports are available Indicator (PAPI) Systems.
at the National Technical Information Service (NTIS)
web site http://www.ntis.gov/. 17. AC 150/5345-39, FAA Specification L-853,
Runway and Taxiway Centerline Retroreflective
1. AC 00-2.14, Advisory Circular Checklist. Markers.
2. AC 20-35, Tie-Down Sense. 18. AC 150/5345-46, Specification for Runway and

Taxiway Light Fixtures.
3. AC 70/7460-1, Obstruction Marking and
Lighting. 19. AC150/5345-52, Generic Visual Glideslope
Indicators (GVGI).
4. AC 70/7460-2, Proposed Construction or
Alteration of Objects that May Affect the 20. AC 150/5360-9, Planning and Design of Airport
Navigable Airspace. Terminal Facilities at Non-Hub Locations.
5. AC 150/5000-3, Address List for Regional 21. AC 150/5360-14, Access to Airports by

Airports Divisions and Airports District/Field Individuals with Disabilities.
Offices.
22. AC 150/5370-10, Standards for Specifying
6. AC 150/5190-4, A Model Zoning Ordinance to Construction of Airports.
Limit Height of Objects Around Airports.
23. 14 CFR Part 135, Operating Requirements:
7. AC 150/5200-30, Airport Winter Safety and Commuter and on demand operations and rules
Operations. governing persons on board such aircraft
8. AC 150/5220-16, Automated Weather Observing 24. 14 CFR Part 27, Airworthiness Standards:
Systems (AWOS) for Non-Federal Applications. Normal Category Rotorcraft.
9. AC 150/5230-4, Aircraft Fuel Storage, 25. 14 CFR Part 29, Airworthiness Standards:
Handling, and Dispensing on Airports. Transport Category Rotorcraft.
10. AC 150/5320-6, Airport Pavement Design and 26. 14 CFR Part 77, Objects Affecting Navigable
Evaluation. Airspace.
11. AC 150/5340-24, Runway and Taxiway Edge 27. 14 CFR Part 91, General Operating and Flight
Lighting System. Rules.
12. AC 150/5340-28, Low Visibility Taxiway 28. 14 CFR Part 121, Operating Requirements:
Lighting System. Domestic, Flag, and Supplemental Operations.
13. AC 150/5340-30 Design and Installation Detail 29. 14 CFR Part 139, Certification and Operations:
for Airport Visual Aids. Land Airports Serving Certain Air Carriers.
30. 14 CFR Part 151, Federal Aid to Airports

AC 150/5390-2B September 30, 2004
Appendix 4
31. 14 CFR Part 152, Airport Aid Program.
32. 14 CFR Part 157, Notice of Construction,

Alteration, Activation, and Deactivation of
Airports.
33. FAA Order 1050.1 Policies and Procedures for

Considering Environmental Impacts.
34. FAA Order 5050.4A, Airport Environmental

Handbook.
35. FAA Order 7400.2, Procedures for Handling

Airspace Matters.
36. FAA Order 8260.3, United States Standard for

Terminal Instrument Procedures (TERPS).
37. FAA Order 8260.42, Helicopter Global

Positioning System (GPS) Non-precision
Approach Criteria.
38. FAA Standard 405, Standards for Aeronautical

Surveys and Related Products.
39. National Fire Protection Association (NFPA)

Pamphlet 403, Aircraft Rescue Services.
40. NFPA Pamphlet 418, Standards for Heliports.
41. FAA Technical Report FAA/RD-84/25,

Evaluating Wind Flow Around Buildings on
Heliport Placement, National Technical
Information Service (NTIS) accession number
AD-A153512.
42. FAA Technical Report FAA/RD-92/15, Potential

Hazards of Magnetic Resonance Imagers to
Emergency Medical Service Helicopter
Services, National Technical Information
Service (NTIS), accession number AD-
A278877.
43. Annex 14 – Aerodromes. The Convention on

International Civil Aviation
AC 150/5390-2B September 30, 2004
Appendix 5
APPENDIX 5. ACRONYMS
AC advisory circular
AGL above ground level
AIM Aeronautical Information Manual
ATC air traffic control
ATCT air traffic control tower
AWOS automated weather observing system
AZ azimuth
CFR Code of Federal Regulations
dB decibel
DH decision height
DNL Day/Night Average Sound Level
DWP decision waypoint
E-L electroluminescent
EMS emergency medical service
EPNL Effective Perceived Noise Level
FAA Federal Aviation Administration
FAF final approach fix
FARA final approach reference area
FATO final approach and takeoff area
FCC Federal Communications Commission
FIG figure
FTE flight technical error
GA General Aviation
GPI glide path indicator
GPI ground point of intercept
GPS global positioning system
GVGI generic visual glideslope indicator
H identification symbol for marking the TLOF
HALS heliport approach lighting system
HF high frequency
HIGE hover in ground effect
HILS heliport instrument lighting system
HLP heliport layout plan
HNM Heliport Noise Model
HOGE hover out-of-ground effect
H/V height/velocity
HRP heliport reference point
IFR instrument flight rules
IGE in ground effect
IMC instrument meteorological conditions
kg/m2 kilograms per square meter
lbs pounds
lb/ft2 pound per square foot
LED light emitting diode
m meter
MAP missed approach point
MAWP missed approach waypoint
MDA minimum descent altitude
MRI magnetic resonance imager
MSL mean sea level
AC 150/5390-2B September 30, 2004
Appendix 5
NAS National Airspace System

NAVAID navigational aid
NEPA National Environmental Policy Act
NFPA National Fire Protection Association
nm nautical mile
OGE out of ground effect
OIS obstacle identification surface
OL overall length of the design helicopter
OSHA Occupational Safety and Health Administration
PAPI precision approach path indicator
PCC Portland Cement Concrete
PLV powered-lift vehicle
PPR prior permission required
RD rotor diameter of the design helicopter
sm statute mile
STOL short takeoff and landing
TERPS terminal instrument procedures
TLOF touchdown and liftoff area
TW taxiway
UC maximum undercarriage dimension of the design helicopter
UNICOM frequencies authorized for aeronautical advisory services to private aircraft
USA United States of America
VFR visual flight rules
VFTE vertical flight technical error
VGI visual glideslope indicator
VMC visual meteorological conditions
VSDA visual segment descent angle
VSRL visual segment reference line
VTOL vertical takeoff and landing

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U.S.

Subject: HELIPORT DESIGN Date: 09/30/04 AC No: 150/5390-2B

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

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

e. AC Organization. This AC is structured to provide communities and persons intending to develop a

CHAPTER 2. GENERAL AVIATION HELIPORTS..............................................................................................15

CHAPTER 3. TRANSPORT HELIPORTS............................................................................................................59

313. VISUAL GLIDESLOPE INDICATORS (VGI).....................................................................................69

CHAPTER 4. HOSPITAL HELIPORTS.................................................................................................................95

CHAPTER 5. HELICOPTER FACILITIES ON AIRPORTS...............................................................................123

CHAPTER 6. NONPRECISION INSTRUMENT OPERATIONS......................................................................127

CHAPTER 7. PRECISION APPROACH OPERATIONS...................................................................................133

CHAPTER 8. HELIPORT GRADIENTS AND PAVEMENT DESIGN..............................................................137

806. DESIGN LOADS.................................................................................................................................137

APPENDIX 1. HELICOPTER DATA....................................................................................................................141

APPENDIX 2. AVIATION ORGANIZATIONS....................................................................................................147

APPENDIX 3. DIMENSIONS FOR MARKING SIZE AND WEIGHT LIMITATIONS.....................................155

APPENDIX 4. ASSOCIATED PUBLICATIONS..................................................................................................157

Figure 1-1. Example of the Required Notice of Heliport Development or Change......................................................9

Figure 3-3. An Elongated FATO/TLOF with Two Takeoff Positions: TRANSPORT................................................73

Intentionally Left Blank

g. General Aviation (GA) Heliport. A GA

a. Proponent Notice Responsibilities. (2) impact upon the operation of air

114. LOCAL ROLE. Some communities have

115. RELATED/REFERENCED READING

Future Helicopter Parking

Flush TLOF Perimeter Lights

TLOF Approach/Departure Path

Note: Layout diagrams should be drawn to scale with key dimensions

Figure 1-2. Example of a Heliport Layout Diagram

Roof Surfaces should

Post at personnel entrance

Figure 1-4. Rooftop Emergency Landing Site

Figure 1-5. Offsite Development Requiring Notice to the FAA

(3) Elevated PPR Heliports. At PPR (2) Obstructions. Elevator penthouses,

b. A Precision Approach Safety Area Width b. VFR Approach/ Departure Surfaces. An

h. Elevated TLOF Weight Limitations. If a a. Ground-level TLOF–Perimeter Lights.

TLOF perimeter marked: Yes Yes No No

PPR heliports: 1/3 RD but 1/3 RD but ½ OL but ½ OL but

OL: Overall length of the design helicopter

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

A – Minimum TLOF Width: 1.0 RD

RD: Rotor diameter of the design helicopter

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

RD: Rotor diameter of the design helicopter

Figure 2-3. An Elongated FATO with Two Takeoff Positions:

Figure 2-4. Elevated Heliport:

Addition to FATO Length in meters

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

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

Figure 2-7. VFR Heliport Approach/ Departure and Transitional Surfaces:

8:1 Approach/Departure Surface

2:1 Transitional Surface

8:1 Approach/Departure Surface

2:1 Transitional Surface

2:1 Transitional Surface

Figure 2-9. Protection Zone:

Figure 2-10. Taxiway/Taxi Route Relationship - Paved Taxiway:

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