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more comparable to the ICAO TLOF. The U.S. definition for the FATO stops with ‘‘the take−off
manoeuvre is commenced.’’ This difference in definition reflects a variation in concept. The
rejected take−off distance is an operational computation and is not required as part of the design.
Helicopter stand The U.S. does not use the term “helicopter stand.” Instead, the U.S. considers paved or unpaved
aprons, helipads, and helidecks, all as helicopter parking areas; i.e., helicopter stands.
Safety area The U.S. considers the safety area to be part of the take−off and landing area which surrounds the
FATO and does not call for or define a separate safety area.
Touchdown and
lift−off area
(TLOF)
The U.S. differs in the definition by considering helipads and helidecks to be FATO. The U.S. does
not define the load bearing area on which the helicopter may touch down or lift−off as a TLOF.
Chapter 2 Heliport Data
2.1 d) The U.S. does not measure or report a safety area as a separate feature of a heliport.
2.2 The U.S. does not ‘‘declare’’ distances for heliports.
Chapter 3 Physical Characteristics
3.1.2 The U.S. does not distinguish between single−engine and multi−engine helicopters for the purposes
of heliport design standards. Neither does the U.S. design or classify heliports on the basis of
helicopter performance. The U.S. FATO dimensions are at least equal to the rotor diameter of the
design single rotor helicopter and the area must be capable of providing ground effect. The U.S.
does not have alternative design standards for water FATOs, elevated heliports, or helidecks.
3.1.3 The U.S. has a single gradient standard; i.e., 5 percent, except in fueling areas where the limit is
2 percent, which is applicable for all portions of heliports.
3.1.6
3.1.7*
3.1.8*
The U.S. does not require or provide criteria for clearways in its design standards. It does encourage
ownership and clearing of the land underlying the innermost portion of the approach out to where
the approach surface is 10.5 meters above the level of the take−off surface.
3.1.14 to 3.1.21 Safety areas are considered part of the take−off and landing area (or primary surface) in U.S.
heliport design. The take−off and landing area of the U.S. design criteria, based on 2 rotor
diameters, provides for the ICAO safety area; however, the surface does not have to be continuous
with the FATO or be load bearing.
3.1.22 Taxiway widths are twice the undercarriage width of the design helicopter.
3.1.23 The U.S. requires 1.25 rotor diameters plus 2 meters of separation between helicopter ground
taxiways.
3.1.24 The U.S. gradient standard for taxiways is a maximum of 5 percent.
3.1.32* The U.S. sets no gradient standards for air taxiways.
3.1.33 The U.S. requires 1.5 rotor diameters of separation between hover or air taxiways.
3.1.34 The U.S. standards for air taxiways and air transit routes are combined as the standards for hover
taxiways noted in paragraphs 3.1.23, 3.1.24 and 3.1.33.
3.1.35 The U.S. sets no maximum turning angle or minimum radius of turn on hover taxiways.
3.1.36 The U.S. gradient standard for aprons is a maximum of 5 percent except in fueling areas where it is
2 percent.
3.1.37 The U.S. criterion for object clearances is 1/3 rotor diameter or 3 meters, whichever is greater.
3.1.38 The U.S. standard for helipads (comparable to helicopter stands) is 1.5 times the undercarriage
length or width, whichever is greater.
31 JULY 08
AIP
United States of America
GEN 1.7−59
15 MAR 07
Federal Aviation Administration Nineteenth Edition
3.1.39 The U.S. standard for separation between FATO center and the centerline of the runway is
120 meters.
3.2.2 The U.S. does not apply either a performance related or an alternative design standard for elevated
heliport facilities.
3.2.5 to 3.2.10 The U.S. does not use safety areas in its heliport design.
3.3
3.4
In the U.S., shipboard and relocatable off−shore helicopter ‘‘helideck’’ facilities are under the
purview of the U.S. Coast Guard and utilize the International Maritime Organization (IMO) code.
Fixed off−shore helideck facilities are under the purview of the Department of Interior based on
their document 351DM2. Coastal water helideck facilities are under the purview of the individual
affected States.
Chapter 4 Obstacle Restriction and Removal
4.1.1 The U.S. approach surface starts at the edge of the take−off and landing area.
4.1.2 a) The U.S. approach surface width adjacent to the heliport take−off and landing area is a minimum of
　
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