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The noise caused by helicopter operations within or adjacent to builtup urban areas is and will continue to be an extremely important factor in planning for helicopter transport, as it has been with fixed-wing aircraft Manufacturers are aware of this problem and continue to study ways in which noise can be minimized A heliport should be located so that the noise generated by helicopters will not cause excessive disturbance to surrounding developments The noise factor is most critical underneath the flight path on takeoff and landing The amount of sound that can be tolerated by the average person is dependent upon a number of factors, including the
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overall noise level, its frequency, and its duration, the type of development (residential, industrial, etc) surrounding the source of the noise, and the ambient sound level in the area A greater amount of noise can be tolerated in industrial areas than in residential areas Docks and other waterfront sites offer some of the best possibilities for heliport location in large, congested urban centers Approach and noise problems can usually be overcome by making the use of water areas for heliport location The downtown heliport in New York City is an example of such a facility Noise generated by small two- and three-seat helicopters can be tolerated in business and industrial areas, but the noise generated by large multiengine helicopters powered by turbine engines can exceed tolerable levels even in business and industrial areas It is well to check with the manufacturers concerning the latest information on the levels of noise generated by the several transport type helicopters To minimize the noise, it is desirable to orient the landing pad so that landings and takeoffs are made over areas where noise would be least objectionable Considerably more latitude can be exercised in this respect for helicopters than with fixed-wing aircraft
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Protection of Approach and Departure Paths
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Zoning is necessary both to control the location of heliport sites for maximum benefit to the community and to provide safety in helicopter operations by protection of the surrounding airspace The dimensions of the approach-departure paths for various types of heliport operations are discussed below
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Another factor which must be considered in the selection of a site for a heliport is the effect of turbulence over roof surfaces and downdrafts near buildings This factor is of particular importance for rooftop heliports If there is doubt in the planner s mind, the site should be flight-checked with a helicopter Poor visibility can be an important factor to consider for sites on tall buildings, that is, those of 100 ft or more in height The cloud deck seldom reaches the ground, but at higher levels the heliport might find itself enveloped in fog when the ground is clear
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Physical Characteristics of a Heliport
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A heliport is defined as a facility which is intended to be used for the landing and takeoff of helicopters, and may include space for helicopter parking, buildings, servicing facilities, and vehicular parking The final approach and takeoff (FATO) area is a defined area over which the final phase of the approach maneuver to a hover or
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Special Topics in Airpor t Planning and Design
a landing is completed and from which the takeoff maneuver is commenced The touchdown and liftoff (TLOF) area is a hard surfaced load bearing area typically located within the final approach and takeoff area on which a helicopter may touch down or lift off Functionally, the terminal area requirements for the parking, servicing, and fueling of helicopters and the processing of passengers and ground vehicles are no different from the requirements for fixedwing aircraft Heliports are usually classified according to use as follows: Military heliport: Facilities operated by one of the branches of the armed services The design criteria are specified by the branch of the service and usually prohibit nonmilitary uses Federal heliport: Facilities operated by a nonmilitary agency or department of the federal government They are used to carry out the functions appropriate to the agency Private-use heliport: Facilities which are restricted in use by the owner These may be publicly owned but their use is restricted, as in police or re department use Public-use heliport: Facilities which are open to the general public and do not require the prior permission of the owner to land The extent of the facilities available may limit operations to helicopters of speci ed sizes or weights Commercial service heliport: Public use and public owned facilities which are designed for the use of helicopters in commercial passenger or cargo service which enplane 2500 passengers annually and receive scheduled passenger service with helicopters Personal-use heliport: Facilities which are used exclusively by the owner The principal components of a heliport are the final approach and touchdown area, the touchdown and liftoff area, and, for large heliports, taxiways, helicopter parking areas, and the terminal building area The relationships between these components are shown in Fig 15-3
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