2. 2
VERTICAL FLIGHT REPORT
TABLE OF CONTENTS
A. Glossary.......................................................................................................................4
Inventory
B. Inventory......................................................................................................................5
Facility Classifications ..........................................................................................7
Heliport/Vertiport Physical Characteristics......................................................... 10
Heliport Landing Sites in North Central Texas ................................................... 10
C. Vertical Flight Activity in North Central Texas ......................................................... 11
D. Air Traffic Control, Navigational Aids, and Other Considerations.......................... 13
AWOS Infrastructure and Coverage .................................................................... 17
Forecast and Methodology
E. Regional Characteristics of Vertical Flight ............................................................... 18
F. Regional Impacts on Vertical Flight .......................................................................... 18
G. Forecasting Vertical Flight Activity ........................................................................... 19
H. Regional Forecast Scenarios and Methodologies.................................................... 20
I. Forecast Results......................................................................................................... 27
Recommendations
J. Emergency / Disaster Response Plans..................................................................... 27
K. Facility Recommendations ........................................................................................ 29
L. Summary..................................................................................................................... 32
3. 3
EXHIBITS
Exhibit 1 North Central Texas Registered Rotorcraft....................................... 6
Exhibit 2 North Central Texas Based Rotorcraft .............................................. 6
Exhibit 3 North Central Texas Vertical Flight Facility Category Uses............. 9
Exhibit 4 Helicopter Missions .......................................................................... 12
Exhibit 5 Helicopter Service Providers in North Central Texas..................... 13
Exhibit 6 Dallas and Fort Worth Airborne Police Patrol Areas ...................... 14
Exhibit 7 North Central Texas DFW Helicopter Routes.................................. 16
Exhibit 8 North Central Texas AWOS Network ............................................... 18
Exhibit 9 Dallas Love Field – 2035 No Build ................................................... 19
Exhibit 10 Regional Based Aircraft Comparison.............................................. 20
Exhibit 11 FAA 2010-2030 Registered Rotorcraft Forecasts............................ 21
Exhibit 12 FAA 2010-2030 Rotorcraft Operational Forecasts .......................... 22
Exhibit 13 North Central Texas Forecast Regional Rotorcraft ........................ 23
Exhibit 14 North Central Texas Forecast Total Rotorcraft Operations ........... 24
Exhibit 15 Forecast Regional Rotorcraft Operations by Category.................. 26
APPENDICES
Appendix A. List North Central Texas Vertical Flight Facilities
Appendix B. Maps of North Central Texas Vertical Flight Facilities
Appendix C. North Central Texas Vertical Flight Forecasting Data Results
RESOURCES
Vertical Flight Community Value
Potential Public-Use Vertical Flight Facility Locations
Vertical Flight Sample Ordinances
4. 4
A. GLOSSARY
This section defines acronyms and abbreviations used throughout the document.
Term Description
AMR Airport Master Records
ATC Air Traffic Control
EMS Emergency Medical Service
FAA Federal Aviation Administration
FAR Federal Aviation Regulations
GA General Aviation
GIS Geographic Information Systems
HAI Helicopter Association International
NBAA National Business Aviation Association
SYSTEM PLAN North Central Texas General Aviation and Heliport System Plan
U.S. United States
UT Utility/Water/Electric/Pipeline Patrol
VFCV Vertical Flight Community Value
VTOL Vertical Takeoff and Landing
5. 5
INVENTORY
B. INVENTORY
The North Central Texas Regional
General Aviation and Heliport System
Plan is complex, covering more than
12,000 square miles and requiring the
North Central Texas Council of
Governments (NCTCOG) coordinate with
the Federal Aviation Administration (FAA)
and the Texas Department of
Transportation (TxDOT) Aviation Division,
as well as local aviation facilities.
Heliports can be located almost anywhere
and vertical flight activity can take place at both airports and facilities designed specifically for
vertical flight aircraft – helipads, heliports, vertiports, etc. Outputs of the System Plan will
determine if the vertical flight (VF) needs of the region are being met, or if new facilities are
expected to be needed to meet increasing demand in the coming years.
VF activity in North Central Texas is generated by helicopters registered and based in the
region and elsewhere. The activity boundary is limited by the typical range of a helicopter and
rarely involves travel between major metropolitan areas. Helicopters operate within a radius of
approximately 100 to 150 miles. Fixed-wing aircraft, including airlines and corporate aircraft,
conduct the majority of air travel beyond 300 miles. There are approximately 496 registered and
446 based helicopters in North Central Texas – shown in Exhibits 1 and 2. Registered
helicopters are aircraft with a specific N-number associated with its owner and their address.
Based helicopters are aircraft deemed “operational & air worthy,” by the FAA and typically
based at a facility for a majority of the year.
HELICOPTER OPERATIONS AT AIRPORTS
Many helicopter flights originate and terminate at airports in the Dallas/Fort Worth area,
including Fort Worth Alliance (AFW), Addison Airport (ADS), Arlington Municipal (GKY), Denton
Municipal (DTO), Fort Worth Meacham (FTW) and Grand Prairie Municipal (GPM). Due to the
unique operating characteristics of helicopters, including vertical takeoff and landing capabilities,
ATC has established procedures for managing helicopters in their airspace. Since helicopters
operate at lower airspeeds and different flight profiles than fixed-wing aircraft, they are usually
assigned to routes away from fixed-wing arrival and departure flows, preventing slow-flying
helicopters from delaying faster fixed-wing aircraft.
It is well known that a large amount of helicopter activity takes place at airports, but dedicated
helicopter facilities are of benefit to the airspace system. For instance, coordination of fixed wing
and rotorcraft activity simultaneously requires air traffic controllers to adjust the flow of air traffic
to accommodate both types of aircraft. This can create a greater work load on air traffic
controllers while reducing the volume of operations an airport can sustain.
6. 6
County
Based
Aircraft
Percent of Total (%)
Collin 9 5%
Cooke 4 2%
Dallas 43 22%
Denton 13 7%
Ellis 2 1%
Grayson 6 3%
Hood 3 2%
Johnson 20 10%
Kaufman 6 3%
Navarro 4 2%
Palo Pinto 1 1%
Parker 3 2%
Tarrant 77 39%
Wise 4 2%
Rotorcraft
Based at
Airports
195
Collin 8 7%
Dallas 23 19%
Denton 4 3%
Ellis 1 1%
Grayson 2 2%
Hood 1 1%
Hunt 2 2%
Johnson 2 2%
Palo Pinto 3 3%
Parker 2 2%
Rockwall 4 3%
Tarrant 66 56%
Rotorcraft
Based at
Heliports
118
Total
Regional
Based
Rotorcraft
Exhibit 2: North Central Texas Based Rotorcraft
313
County
Rotorcraft
(Piston)
Percent of
Total (%)
Collin 7 3%
Dallas 75 31%
Denton 19 8%
Ellis 9 4%
Grayson 8 3%
Hood 5 2%
Hunt 3 1%
Johnson 7 3%
Navarro 2 1%
Kaufman 3 1%
Palo Pinto 38 16%
Parker 9 4%
Rockwall 5 2%
Tarrant 39 16%
Wise 12 5%
Total Piston 241
County
Rotorcraft
(Turbine)
Percent of
Total (%)
Collin 4 1%
Dallas 121 34%
Denton 8 2%
Hunt 1 0%
Ellis 7 2%
Johnson 10 3%
Palo Pinto 1 0%
Parker 1 0%
Rockwall 4 1%
Tarrant 192 54%
Hood 2 1%
Wise 2 1%
Total Turbine 353
Total Registered Rotorcraft 594
Exhibit 1: North Central Texas Registered Rotorcraft
Helicopter facilities are beneficial because of their ability to relieve airport capacity through the
dispersion of joint rotorcraft and fixed wing activity taking place at airports. Additionally, it
provides for a safer and more efficient environment for fixed wing and rotorcraft operations to
take place independently – increasing the level of service each type of aircraft can provide and
maintain.
Source: FAA 5010 Airport Master Record, June 2011
Source: FAA Aircraft Registry Database, June 2011
7. 7
FACILITY CLASSIFICATIONS
The FAA defines the following four types of landing facilities for helicopters:
Private-use heliports - are owned by individuals, corporations, and government
agencies that control their own heliport access.
Public-use general aviation heliports - are usually publicly-owned, although they can
also be privately-owned with controlled access.
Transport heliports - are developed to provide the community with a full range of VF
services, including scheduled service by commercial operators using helicopters.
Hospital heliports - are typically treated as “special cases” of private-use facilities by
the FAA because they provide a unique public service.
Most state and federal agencies require hospitals to have helipads in order to obtain certification
as trauma facilities. The helipad, located in proximity to the hospital emergency room, can be
rooftop or ground level.
As part of the System Plan Inventory process, North Central Texas VF facilities are classified by
type of use and line of business. They include:
Public Safety/Forest Service (Fire) (PS) – Heliports primarily established for the use of
police, fire, security agencies, transportation authorities, highway patrol, homeland security,
federal and military agencies such as fish and wildlife management, park patrol, and forestry
management. Typically these facilities are publically owned, meeting federal heliport design
standards. Both the City of Dallas and the City of Fort Worth operate police patrol
helicopters as backup to ground operations and first responders to incidents. The DPS also
patrols in North Central Texas primarily outside of the urban areas. The transportation of
special teams and high security needs associated with weapons and surveillance gear
demand close control of these facilities.
Emergency Medical Service (RX) – Normally private-use facilities restricted to public
safety and authorized operators, prepared helicopter landing sites, typically designed for
local EMS helicopter providers located near on or near medical centers, hospital emergency
rooms and frequently in large medical treatment or trauma centers. Heliports are required by
many trauma center classifications in Texas.
Hospital heliports are vital and essential elements of our air service facility system,
according to DHS, as well as most federal, state, and local agencies. The 16 counties in
North Central Texas contain more than 100 medical facility heliports when sport stadiums,
universities, racetracks, marinas, and rural medical facility landing areas are included in the
inventory. Critically injured patients may be picked up by helicopter anywhere. In
emergencies, rapid transfer to be stabilized or receive emergency care could easily employ
transfer to more than one medical facility including multiple helicopter transports and
combinations using ambulances. Rush hour traffic gridlock, travel distances, and difficult
ambulance movements from rural locations have stimulated the rapid expansion of
helicopter EMS services. FAA Part 157 does not require registration of EMS heliports and
medical service facilities in many circumstances. Hospital heliports are normally built to the
highest FAA standards, frequently with lighting, and major trauma facilities often have
8. 8
established instrument approach procedures.
Corporate/Business (CP) – Private use heliports prepared and designed for the
commercial use of businesses, transportation of business executives, and commercial
helicopter operators. Corporations typically own these facilities directly to support their own
transportation needs. Large industrial complexes, large corporate campuses, and
businesses with high security/high value transport needs frequently construct dedicated
helicopter landing areas. Building codes in many major cities mandate installation of rooftop
heliports on high rise buildings as a means of evacuation in the event of fire. Frequently
these heliports serve dual purposes in meeting local building codes and providing
emergency access.
Transport/Commuter (TR) – Publically owned and public-use heliports established at key
transport locations for the use of any private, commercial, or public commuter helicopter
operator frequently with prior permission and on a space available basis. PU heliports are
typically located on PU airports and may be eligible for National Plan of Integrated Airport
Systems (NPIAS) designation or Federal project grant funding. The City of Dallas has
incorporated a vertiport in the central business district that is designed to accommodate
VTOL aircraft. The City of Garland has also established a public-use publically owned
heliport for the use of public safety and corporate users. On-airport heliports are frequently
overlooked, and may not be listed on the Airport Master Record (AMR), although they are
frequently designated on airport layout plans or are located just outside the official airport
boundary. The on-airport heliport is easily established and removed; many are frequently
unmarked and some may only be termed as designated landing areas. Often airports with
towers require helicopters to approach and depart airports utilizing the runways, then break
off and hover/taxi to designated parking areas. Only three public-use, free standing heliports
are identified in this NCT region; however, many more are located on public airports.
News Media/Broadcast (NW) – Private-use heliports prepared to accommodate helicopter
news media, traffic patrols, and other media events. These heliports are corporate in nature;
however, they differ significantly when focusing on frequency of use from multiple arrival and
departure trips realized daily; responding to breaking news; and transporting media
personnel and photographers. Public dignitaries, celebrities, and officials are frequently
shuttled to and from these heliports. Another characteristic is that media helicopters are
frequently based at their heliport facilities. Media helicopters fly the greatest number of
hours per year and are equipped with the latest radio and high definition camera gear.
Utility/Pipeline Patrol (UT) – Primarily support electric, water, gas, and telecommunications
facilities. These facilities may be used as a base for patrol or direct support of utility projects,
equipment, and personnel movement. Electric, gas pipeline, water, and utility line patrols are
increasingly performed using helicopters versus fixed wing aircraft. Rapid response to
repairs and the need to transport equipment, lift wires and poles, transport personnel, and
provide patrol is significantly improved by utilizing helicopters.
Agricultural/Instructional/Personal (AG) – Heliports designated in support of flight
instruction and agricultural operations such as crop dusting and personal use are typically
privately owned and operated facilities; frequently prepared and established by an individual
owner. Helicopters, like aircraft, may have many useable service years and small private
9. 9
helicopter ownership is often more financially realistic to pilots and individual owners.
Vintage piston helicopters, like the Bell 47 model and newer Robinson helicopters are
frequently purchased to access more rural or remote areas. Individually owned private-use
heliports are often established on grass or unpaved areas near homes or on ranches.
Facilities have also been ranked in order of their significance within the system. Safety/Forest
Service and EMS facilities are the highest (5); and Agricultural/Instructional/Personal Use (1) is
the least significant to the system. Many facilities perform two or three service roles and are
assigned the rank of the highest value use. Exhibit 3 shows the rank of the facility based on the
facility’s category and the total number of facilities in the region for each category. Public
Safety/Forest Service and EMS facilities rank the highest due to the higher value this service
provides to the community.
Exhibit 3: North Central Texas Vertical Flight Facility Category Uses Rank Total
Heliport (s)
(PS) Public Safety/Forest Service (Fire) 5 7
(RX) EMS 5 52
(CP) Corporate/Business 4 38
(TR) Transport/Commuter 4 3
(NW) News Media/Broadcast 3 4
(UT) Utility/Pipeline Patrol 2 3
(AG) Agricultural/Instructional/Personal Use 1 31
Vertical Flight Facilities Total 138
Source: NCTCOG and CHA Staff
Note: Only FAA registered vertical flight facilities were accounted for in the Vertical Flight Inventory.
10. 10
HELIPORT/VERTIPORT PHYSICAL CHARACTERISTICS
The diversity of vertical flight operations in both urban and rural settings necessitates a variety
of landing sites:
Open space Ground level and rooftop
Unprepared sites Airports
Heliports Vertiports
These landing sites allow helicopters, which are designed and adapted to be flexible, to land in
virtually any location while successfully conducting operations.
A hybrid facility – vertiports are designed to function primarily as bases and operational areas
for the new class of VTOL aircraft and require the incorporation of a minimum-length rollway of
350 feet. In the North Central Texas region, VTOL aircraft components are manufactured and
assembled and final flight testing is performed on V-22 Osprey and the Bell-Agusta 609 tilt rotor
(civilian VTOL) aircraft. The Dallas CBD Vertiport is the region’s best example of this class of
facility given it meets the standards necessary to accommodate VTOL aircraft.
As the region continues to grow from 6.5 million people currently to an estimated 10+ million by
2040 we can expect to see additional vertical flight facilities added to the aviation system. As
these new facilities are developed it is important to consider the FAA’s policies and regulations,
in FAR Part 157, requiring all persons to notify the FAA at least 90 days before any
construction, alteration, activation, deactivation, or change to the status or use of a civil or joint-
use (civil/military) airport. (The term "airport" also means any landing or takeoff area such as
heliport, helistop, vertiport, glider port, and seaplane base.)
HELIPORT LANDING SITES IN NORTH CENTRAL TEXAS
Heliport facilities in North Central Texas consist of a variety of uses as shown in Exhibit 3. As
such, a review of heliport facility data from FAA and TxDOT databases was conducted. By and
large this heliport information is published by private operators, facility managers, and public
safety agencies. Conversely, airport data is collected by trained contractors or agencies and has
greater consistency. The following specific sources of information have been used to
supplement 5010 data in this System Plan:
FAA Dallas/Fort Worth Terminal Area Chart
FAA Dallas/Fort Worth Helicopter Route Chart
FAA Dallas-Fort Worth, San Antonio, Houston, Sectional Aeronautical Charts
5010s for individual heliports
The main method of obtaining, updating, and verifying data on each system heliport was an
online survey for heliports, hospital heliports, and vertiports as shown. The study team also
conducted site visits at two public-use heliports, major hospital-network heliport facilities, and
several corporate and commercial heliports as shown below. When possible, the team assisted
11. 11
in the actual completion of survey data following detailed interviews with key facility managers
and owners. A written request to complete the online survey was mailed to all heliports and
follow-up phone calls were placed to each of the heliport owner/operators to clarify data as well
as explain the value of contributing their data to the System Plan.
Vertical Flight Interviews Conducted During Summer 2008:
Dallas Police Department Fort Worth Police Department
CareFlite Air Methods/Mercy Air
Air Evac/Lifestar Helicopters U.S. Forest Service
WFAA-TV Channel 8 Sky 4 Fox News
KTVT-TV Channel 11 Department of Public Safety Air Unit
Bell Helicopter Training Unit Government Contractors
Upon completion of the inventory’s data analysis it was determined that North Central Texas
had 138 FAA registered heliports. This figure does not include airports that also support
rotorcraft operations.
Appendix B displays the heliport landing sites within North Central Texas confirmed through the
heliport facility inventory analysis.
Heliport facilities can offer many of the amenities found at airports, including terminal buildings,
other airport storage buildings, fuel, hangars, aprons, and parking facilities as well as services
such as flight training, aircraft rental, and, in some instances, ice/snow removal from the TLOF.
Types of aviation fuel available at each system heliport are published in the 5010 database.
Most heliports which are not located on airports do not have fuel. Typically, the types of aviation
fuel available include jet fuel (Jet-A), and 100 octane low-lead fuel (Avgas). The 5010 database
indicates whether fuel is available at any hour of the day, whether through self-service fueling or
through prior arrangements made with the facility.
C. VERTICAL FLIGHT ACTIVITY IN NORTH CENTRAL TEXAS
Three resources are used to calculate and compare levels of reported VF activity in North
Central Texas: FAA’s national operator surveys of GA pilots; the regional helicopter operator
survey conducted as part of the System Plan, and Helicopter Association International (HAI)
and FAA data collected directly from operators and manufacturers. Currently, these are the
most reliable sources of published operator data available.
FAA conducts surveys of GA pilots every two years, and the results consistently indicate that
helicopters have a high annual utilization rate (hours flown per year), particularly when
compared to most fixed-wing aircraft. The cost of acquisition of many turbine helicopters
compares with that of corporate or executive transport jets. High utilization is consistent with the
need to amortize operating costs. Preliminary survey results also indicate that helicopters
conduct a large number of takeoffs and landings within a limited region/radius of operation.
Helicopter pilots tend to be highly experienced with significant numbers of flight hours due to
industry insurance rates. Although helicopters represent 3.3 percent of the total GA fleet, they
generate 7.6 percent of the hours flown. Estimates of current helicopter activity levels for North
12. 12
Central Texas and the numbers of based helicopters in the area will be collected as part of the
System Plan.
In addition to the operators based in the study area, out-of-state helicopter operators generate
traffic. Helicopter operators based within 100 to 200 miles of the study area occasionally fly into
the region. A telephone and pilot survey of out-of-state operators indicates that the majority of
activity conducted by out-of-state operators is for corporate/business purposes, and that their
level of activity declined as a result the restrictions that were imposed after September 11, 2001,
including the temporary closing of the Dallas Vertiport/Heliport and temporary restricted access
to Dallas-Fort Worth International Airport (DFW). Growth of helicopter usage by civilians is
similar to the overall growth of the GA market – helicopter deliveries peaked in the late 1970s
and then declined in the early 1980s. They peaked again in the early 1990s, and have remained
relatively steady since 1992, averaging between 250 and 350 units nationally per year,
according to the FAA’s registration records.
HAI and FAA identify a variety of civilian helicopter missions and GA services. One helicopter
operator often serves multiple missions, and civilian and public safety helicopters provide similar
services, such as EMS and disaster relief. The helicopter operator surveys provide an estimate
of the missions flown, as shown in Exhibit 4.
Helicopter operators in the region, as shown in Exhibit 5, are almost all divided between public
agencies and private companies to include a number of municipal, county, and federal police
agencies in the region that also operate helicopters.
Exhibit 4: Helicopter Missions
(National Data Averages)
Mission
Percent of
Operations
EMS 28%
Utility and Patrol 27%
Air Taxi (Charter) 13%
Personal Services 11%
Fire / External Load Lift 7%
News Media 7%
Policy and Public Safety 5%
Corporate / Business 2%
Total 100%
Source: Helicopter Association International
13. 13
Exhibit 5: Helicopter Service Providers in North Central Texas
Public Safety / Forest Service (Fire) Transport / Commuter
Ft. Worth PD Evergreen Air Center Helicopters Quality Aircraft
Dallas PD 5-States Epic Helicopters
Longhorn
Helicopters
DPS- Texas US Forest Service Sky Helicopters
North Texas
Helicopters
Emergency Medical Service (EMS) News Media / Broadcast
CareFlite Air Evac Sky Helicopters Contractors
PHI Helinet Fox 4 A.H. Belo
Air Methods
Corporate / Business Utility / Pipeline Patrol
EDS Omniflight TXU Chesapeake
Frito Lay CFS Air ATMOS XTO
Agricultural / Instructional / Personal Use
Bell Training Center All American Approximately 200 Personal Use
IndividualsEurocopter
Source: NCTCOG and CHA Staff
D. AIR TRAFFIC CONTROL, NAVIGATIONAL AIDS, AND OTHER CONSIDERATIONS
The existing airspace structure and Air Traffic Control (ATC) procedures in the Dallas/Fort
Worth metropolitan area directly influence VF activity. The high volume and diverse mix of
airline, GA, and military aircraft operations in the area operate in a complex and dynamic
airspace structure. The airspace is dominated by aircraft operations at major commercial/civilian
airports including: DFW, Dallas Love Field (DAL), Addison Airport (ADS), Fort Worth Meacham
International Airport (FTW), and Alliance Airport (AFW), along with one military airport, Naval Air
Station Joint Reserve Base (NAS JRB) in Fort Worth.
Consideration must also be given to the numerous GA and private heliports in the region.
National security, military, temporary, and other sensitive sites classified as Special Use
Airspace also increase the complexity of the airspace structure. This airspace classified as
prohibited and restricted, is a non-flying zone at all times. These zones are described in greater
detail in a separate Regional Airspace report.
AIR OPERATIONS - POLICE ZONES
Special police zones are used throughout the Dallas/Fort Worth area to allow police helicopters
to patrol an area with minimal interaction with ATC. Police helicopters contact ATC upon
entering the airport traffic area, and are then permitted to operate freely in the area up to its
maximum altitude. The police patrol areas are divided into multiple zones along jurisdictional
lines. For example Exhibit 6 displays helicopter patrols of the Fort Worth and Dallas Police
Departments are divided west and east respectively along State Highway 360.
14. 14
Exhibit 6: Dallas and Fort Worth Airborne Police Patrol Areas
Source: NCTCOG Research and Information Services Department
NORTH CENTRAL TEXAS CORRIDOR IFR ROUTES
During poor weather conditions and Instrument Meteorological Conditions (IMC), helicopters
can utilize Special VFR (SVFR) clearances to conduct visual approaches to airports, even when
most fixed-wing aircraft are flying IFR. This is due to the low-airspeed and low-altitude
capabilities of helicopters. SVFR allows helicopters to remain out of the flow of fixed-wing
aircraft; however, special VFR operations are not permitted at DFW Airport. During very poor
weather conditions, IFR-certified helicopters can execute the same Initial Approach Points (IAP)
as fixed-wing aircraft, including use of Instrument Landing Systems (ILS). The impact of IFR
helicopter traffic on airport and airspace capacity is minor since there are relatively few
helicopter operations conducted under IFR. Transient helicopter operations that fly near DFW,
DAL, and NAS JRB are in contact and managed by ATC at each facility.
According to ATC, transient helicopter operations are usually assigned to the VFR helicopter
routes in order to safely and efficiently separate them from fixed-wing aircraft. Helicopter
operations at non-towered (uncontrolled) airports and heliports generally follow local traffic
patterns and procedures. Many helicopter operators, including corporations, civilian users,
military, and police, secure standing Letters of Agreement (LOA’s) with local ATC. The LOA’s
document typical procedures and routes used by individual helicopter operators during VFR,
SVFR, and IFR. The LOA’s allow ATC and helicopter operators to meet mutual requirements for
safe flight and efficient operations. By reducing communication requirements and frequency
congestion between ATC and pilots in the air, operational safety and traffic mixing coordination
are greatly improved.
IFR routes between Dallas and Fort Worth, as well as Houston, Austin, and San Antonio, are
major helicopter routes primarily following federal airways. They are in addition to the primary
15. 15
VFR routes shown on the Helicopter Route Chart shown in Exhibit 7. According to ATC, the
IFR routes are used infrequently by rotorcraft, due to the low number of helicopters certified to
conduct IFR operations and the proliferation of obstructions such as cell phone towers along the
same rights-of-way.
IMPACT OF NEXT GENERATION AIR TRANSPORTATION SYSTEM
As the FAA continues to develop air and ground infrastructure for the Next Generation Air
Transportation system (NextGen) helicopters can expect to utilize Wide Area Augmentation
Systems (WAAS) to perform all-weather landings based on real-time differential correction of
GPS signals. According to the FAA WAAS will bring several benefits to vertical flight operations
such as:
Point-in-Space (PinS) precision-like approaches
Satellite navigation leading to shorter more direct flight routes
Vertical Guidance
o WAAS enables localizer performance with vertical guidance (LPV) approaches
Space-based navigation providing better options for alternate landing facilities for pilots
Precision-like approaches without installation of expensive ground based infrastructure
Future integration of WAAS equipped rotorcraft operating in fixed-wing airspace
Increasing access to heliports/helipads during IMC, or poor, weather conditions
Eliminate the need for Receiver Autonomous Integrity Monitoring (RAIM) checks
The FAA is currently coordinating with the aviation industry to advance the progression and
development of WAAS technology so the helicopter community can take advantage of its new
capabilities and benefits in rotorcraft air navigation. In Dallas-Fort Worth, the FAA is working
with CareFlite to develop low IFR routes as a result of the industry development of LPV PinS
approach procedures. Once integrated in the airspace system WAAS will increase the utility and
service roles of the vertical flight industry.
16. 16
Exhibit 7: North Central Texas DFW Helicopter Routes
Source: Federal Aviation Administration (www.naco.faa.gov)
NAVIGATIONAL AIDS
Navigational aids for helicopters are air-based, on-board systems, typically in the form of Global
Positioning Systems (GPS). Navigational aids other than GPS systems are not generally useful
or well placed. When IFR flight is required in a helicopter, a full complement of equipment is
needed, including radar altimeters and weather reporting from the actual destination. The total
17. 17
cost of upgrading a heliport with an instrument approach, including obstruction surveys, lighting,
and an automated weather station, can range from $100,000 to $1 million per site depending on
local conditions.
AWOS INFRASTRUCTURE AND COVERAGE
Lack of accurate weather data at aviation facilities can pose significant disadvantage for pilots
and facility operators. In order to raise facility operational capabilities and safety Automated
Weather Observation Systems (AWOS) infrastructure can provide a host of potential
advantages to include:
Accurate accounts of pertinent weather data
Improved pilot confidence
Higher amounts of airport traffic
Increased airport income
Positive impacts on local economies from increased airport traffic
Although North Central Texas has broad AWOS coverage throughout the region, see Exhibit 8
on the following page, the additional AWOS at specific sites would serve to improve response
range and capabilities for public safety and EMS operators.
Exhibit 8: North Central Texas AWOS Network
18. 18
FORECAST AND METHODOLOGY
E. REGIONAL CHARACTERISTICS OF VERTICAL FLIGHT
Dallas-Fort Worth and surrounding counties have experienced significant growth in population
and employment throughout the last decade. Although the last few years included a certain
degree of economic uncertainty, NCTCOG’s long-term demographic projections for population,
employment, and per capita income indicate a steady growth in all categories through 2035,
which may positively affect future helicopter operations.
Regional helicopter activity is utilized by diverse segments of public and private entities. Public
entities conducting helicopter operations in the region include local police departments, the
Texas Department of Public Safety, the Federal Bureau of Investigation (FBI), the Drug
Enforcement Agency (DEA) and the U.S. Customs Service. These agencies coordinate law
enforcement, homeland security, and public safety. Several branches of the military, including
the Army, Navy, Marine Corps, and the Air Force also conduct helicopter operations in the
region. Private entities use helicopters for emergency medical services, traffic and news
gathering, corporate transport, and training.
F. REGIONAL IMPACTS ON VERTICAL FLIGHT
Fluctuations in helicopter operations can be affected by a wide variety of factors including traffic
congestion, airspace, and aviation infrastructure limitations. Helicopters serve a wide variety of
missions and are operated by private companies, public agencies, and civilian and military
organizations. As a result, helicopter activity will not respond in the same way to a single use
factor or issue, such as the economy, insurance requirements, travel demand, airspace, etc.
On the other hand, public agency helicopters are not directly affected by the state and federal
economy unlike corporate/air taxi, training, personal, and utility operators.
Several factors impact VF activity such
as:
Region-wide congestion and highway
capacity:
Large sections of the highway system
have moderate to severe highway
congestions and increasing delays in
the region’s highways networks
stimulate the use of helicopters to by-
pass delays related to congestion and
delays. Exhibit 9 displays the result of
limited surface access in the region via
Dallas Love Field’s travel time contours
(TTC) from 2007 to 2035.
Exhibit 9: Dallas Love Field – 2035 No Build
Scenario
Note: Based on preliminary 2035 network as developed for Mobility 2035 (not yet approved).
19. 19
Availability of off-airport landing sites:
Off-airport landing sites are crucial to the success and vitality of the rotorcraft industry due to the
nature of helicopter operations; quick convenient transport over short distances to various types
of landing sites. It is imperative that off-airport landing sites are available to ensure operators
can provide a high level of service to customers and to meet service/mission requirements.
For example, off-airport landing sites can be in parking lots, on top of buildings, or in open fields.
Without the use of unprepared landing sites, the rotorcraft industry would be unable to provide
to the public the wide range of services that exist today.
Airspace and airport access restrictions:
Temporary Flight Restrictions and Special Federal Aviation Regulations can impact overall
aircraft operations in the region. Since the early 2000s the Federal Aviation Administration
(FAA) has developed more stringent safety restrictions on the national airspace in turn
impacting the accessibility of navigable airspace and the nature of the aviation industry. As a
result, long-term and permanent federal restrictions on airspace and zoning ordinances can
restrict local regional rotorcraft growth and activity.
Financial impacts of insurance and vertical flight technology:
The National Business Aviation Association (NBAA) reports as a whole the aviation
insurance industry has realized serious changes since 2003, resulting in premiums
remaining relatively low. A shift in conditions is expected to be realized due to a
“departure from the market of several large insurance companies, and [2010] one of the worst
years for aviation claims losses since 2001.While business aviation had a good safety record in
2010, losses rose significantly for airlines, which can affect rates for general aviation as both
sectors are covered by the same insurers and reinsurers."
Additional impacts on the cost ownership is operating costs of aircraft, including helicopters, and
indications that this could remain a long-term issue until more efficient operations can be
realized through new technologies, such as alternate fuels.
G. FORECASTING VERTICAL FLIGHT ACTIVITY
Due to the difficulty in predicting the impacts of the factors discussed above, three VF forecast
scenarios were created for this study. The goal of the three scenarios will be to analyze the
future of helicopter activity in the region by allowing for flexibility in planning for changes in
demand.
Forecasting regional helicopter activity has several inherent limitations. First, the size of the
helicopter fleet is relatively small compared to the fleet of general aviation fixed wing aircraft,
see Exhibit 10 below. Due to the small size of the helicopter fleet, traditional forecast tools and
methods – statistical correlation and regression analysis are not accurate as minute variations in
the region’s based helicopters can result in relatively large percentage differences.
20. 20
Exhibit 10: Regional Based Aircraft Comparison
Aircraft Type Based Aircraft % of Total
Single Engine 4393 68%
Multi Engine 668 10%
Jet Engine 1080 17%
Helicopters 316 5%
Total 6457
Source: FAA 5010, June 2011
Second, being that a small amount of the national helicopter activity is general aviation aircraft,
it does not necessarily follow growth trends of the general aviation fleet as a whole.
For example, in 2009 the FAA’s General Aviation and Air Taxi Survey (GAATA) reported
118,000, or 66 percent, of fixed wing GA flight hours were conducted for personal purposes. On
the other hand, the same survey reports that only 16 percent of all helicopter activity nationwide
is conducted for personal purpose.
Third, the most accurate and comprehensive data of active rotorcraft and their operations is
limited to the FAA data found in these sources:
Aircraft Registry Database
General Aviation and Air Taxi Activity (GAATA) Survey
Aerospace Forecast (AF)
Data from these three sources is used to forecast North Central Texas regional registered
rotorcraft and operations.
H. REGIONAL FORECAST SCENARIOS AND METHODOLOGY
To forecast North Central Texas’ total regional rotorcraft, regional rotorcraft operations and
regional rotorcraft operations by category; 2011 was selected as the initial forecast year with
subsequent forecasts in five year intervals – 2015, 2020, 2025 and 2030; consistent with the
range of the FAA 2011-2031 Aerospace Forecast.
To account for factors such as a varying economic climate, enhancements in aviation
technology, industry growth, etc.; the three forecasts listed below were developed to
accommodate the various scenarios:
1. Baseline Forecast – Assumes the FAA forecast as published for forecast years as a
standard baseline.
2. High Forecast – Assumes growth rates reported by the FAA from 2000-2010 will
continue over the life of the System Plan VF forecast.
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3. Low Forecast – Assumes growth will continue at a slower rate, which is the lowest
percentage applied from 2011 – 2031.
The FAA’s national forecast of based rotorcraft, see Exhibit 11, indicates the industry will
continue to grow through 2031 even though the total number of active helicopters will increase
relatively slow over the life of the forecast.
However, the FAA’s national forecast of rotorcraft utilization, as measured by hours flown, is
projected to increase at a higher rate over the life of the forecast. See Exhibit 12.
PISTON TURBINE TOTAL
Forecast
2011 3,685 6,735 10,420
2012 3,795 6,885 10,680
2013 3,910 7,045 10,955
2014 4,030 7,215 11,245
2015 4,165 7,405 11,570
2016 4,305 7,605 11,910
2017 4,450 7,810 12,260
2018 4,595 8,015 12,610
2019 4,740 8,220 12,960
2020 4,890 8,430 13,320
2021 5,040 8,640 13,680
2022 5,195 8,855 14,050
2023 5,350 9,070 14,420
2024 5,505 9,285 14,790
2025 5,660 9,500 15,160
2026 5,815 9,720 15,535
2027 5,970 9,940 15,910
2028 6,125 10,160 16,285
2029 6,280 10,380 16,660
2030 6,435 10,600 17,035
2031 6,590 10,820 17,410
Avg Annual Growth
2000-10 2.9% 4.0% 3.6%
2010-11 2.9% 2.3% 2.5%
2010-20 3.2% 2.5% 2.7%
2010-31 2.9% 2.4% 2.6%
*Sources: 2000-2009, FAA General Aviation and Air Taxi Activity (and Avionics)
Surveys and 2011-2031 FAA Aerospace Forecast
Exhibit 11: FAA2011-2031 Registered Rotorcraft Forecasts
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See below for a detailed description of the System Plan’s regional VF forecast methodologies
and respective results.
Total Registered Regional Rotorcraft
Baseline: NCTCOG staff applied the registered rotorcraft growth rates in the FAA’s
2011-2031 Aerospace Forecast to the most current regional aircraft registration data,
see Exhibit 13, and used these trends throughout the life of the System Plan VF
forecast.
PISTON TURBINE TOTAL
Forecast
2011 781 2,300 3,081
2012 807 2,363 3,169
2013 833 2,430 3,263
2014 861 2,501 3,361
2015 892 2,579 3,471
2016 924 2,662 3,586
2017 958 2,748 3,705
2018 991 2,834 3,825
2019 1,025 2,921 3,946
2020 1,060 3,011 4,071
2021 1,095 3,101 4,196
2022 1,132 3,194 4,326
2023 1,169 3,288 4,457
2024 1,206 3,383 4,588
2025 1,243 3,478 4,721
2026 1,280 3,577 4,856
2027 1,317 3,676 4,993
2028 1,355 3,776 5,131
2029 1,392 3,877 5,270
2030 1,430 3,979 5,410
2031 1,469 4,082 5,551
Avg Annual Growth
2000-10 3.6% 3.0% 3.2%
2010-11 3.2% 2.8% 2.9%
2010-20 3.4% 3.0% 3.1%
2010-31 3.2% 2.9% 3.0%
Exhibit 12: FAA2011-2031 Rotorcraft Operational Forecasts
*Sources: 2000-2009, FAA General Aviation and Air Taxi Activity (and Avionics) Surveys
and 2011-2031 FAA Aerospace Forecast
23. 23
High: A trend at a higher growth rate was documented by the FAA over the last decade.
If this trend were to continue an average annual registered rotorcraft growth rate of 3.6
percent would be realized. NCTCOG staff applied this 3.6 percent annual growth rate to
the most current regional aircraft registration data from the FAA and used this trend
throughout the life of the System Plan VF forecast, see Exhibit 13.
Low: NCTCOG staff applied a 2.5 percent regional rotorcraft growth rate, .01 percent less
than the FAA average annual growth, over the life of the System Plan VF forecast. See
Exhibit 13.
BASELINE FORECAST HIGH FORECAST LOW FORECAST
2011E 594 594 594
Forecast Year
2015 661 684 656
2020 753 817 742
2025 852 975 839
2030 966 1,163 950
Avg Annual Growth
2000-10 3.6%
2010-11 2.5%
2010-20 2.7%
2020-31 2.5%
2010-31 2.6% 3.6% 2.5%
Exhibit 13: North Central Texas Forecast Regional Rotorcraft
NCTCOG SYSTEM PLAN
Source: NCTCOG and CHA Staff. 2000-2009, FAA General Aviation and Air Taxi Activity (and Avionics) Surveys.
24. 24
Total Regional Rotorcraft Operations
Baseline: NCTCOG staff applied the rotorcraft operational growth rates from the FAA’s
2011-2031 Aerospace Forecast to the most current regional aircraft registration data,
see Exhibit 14, and used these trends throughout the life of the System Plan VF
forecast.
High: From 2000-2010 the FAA reports an average annual rotorcraft operation growth
rate of 3.2 percent. NCTCOG staff applied the 3.2 percent growth rate to the total
estimated regional rotorcraft operations identified in the System Plan’s Vertical Flight
Community Value (VFCV) report and used this trend throughout the life of VF forecast,
see Exhibit 14.
Low: NCTCOG staff applied a 2.9 percent regional rotorcraft operations growth rate (see
Exhibit 14), overall three thousand operations less than the FAA average annual
growth, over the life of the System Plan VF forecast.
BASELINE FORECAST HIGH FORECAST LOW FORECAST
2011E 92 92 92
Forecast Year
2015 104 104 103
2020 121 122 119
2025 139 143 137
2030 161 167 158
Avg Annual Growth
2000-10 3.2%
2010-11 2.9%
2010-20 3.1%
2020-31 2.9%
2010-31 2.6% 3.2% 2.9%
Exhibit 14: North Central Texas Forecast Total Rotorcraft Operations
NCTCOG SYSTEM PLAN
Source: NCTCOG and CHA Staff. 2000-2009, FAA General Aviation and Air Taxi Activity (and Avionics) Surveys.
(in thousands)
25. 25
Total Regional Rotorcraft Operations by Category
In the VFCV report and model levels of importance for each VF service category was assigned.
This established a "hierarchy of service needs" based on VF operations taking place in the
region. When the total regional rotorcraft operations are allocated to each service category it
enables future VF recommendations to be more focused and accurate.
Baseline: In line with the VFCV total regional rotorcraft operations by category NCTCOG
staff applied the appropriate FAA average annual growth rate to forecast total operations
by category for the years 2011-2031, see Exhibit 15.
High: Following the VF inventory staff isolated the specific categories primarily
contributing to rotorcraft activity in the region based upon landing facility types i.e.
corporate/business, transport/commuter, EMS, pipeline/utility, etc.
In the VFCV total regional rotorcraft operations are allocated into these categories to
account for the many industries that encompass the regional rotorcraft operations.
NCTCOG staff applied the 3.2 percent growth rate used to forecast regional rotorcraft
operations to each category, see Exhibit 15, throughout the life of the VF forecast.
Low: NCTCOG staff applied a 2.9 percent regional rotorcraft operations growth rate (see
Exhibit 14), overall three thousand operations less than the FAA average annual
growth, over the life of the System Plan VF forecast.
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2011E 2015 2020 2025 2030
Total Flight Hours: 92,000 104,000 121,000 139,000 161,000
EMS 27,500 31,000 36,500 42,000 48,500
Police & Public Safety 5,500 6,000 7,500 8,500 9,500
Fire / External Load Lift 7,500 8,500 9,000 11,000 13,000
News Media 7,500 8,500 9,000 11,000 13,000
Utility & Patrol* 16,500 19,000 22,000 25,000 29,000
Corporate / Business 3,000 3,000 3,500 4,000 5,000
Personal Services 11,000 12,500 14,500 16,500 19,500
Air Taxi (Charter) 14,000 15,500 18,000 21,000 24,000
Total Flight Hours: 92,000 104,000 122,000 143,000 167,000
EMS 27,500 31,000 36,500 43,000 50,000
Police & Public Safety 5,500 6,000 7,500 8,500 10,000
Fire / External Load Lift 7,500 8,500 10,000 11,500 13,500
News Media 7,500 8,500 10,000 11,500 13,500
Utility & Patrol* 16,500 19,000 22,000 26,000 30,000
Corporate / Business 3,000 3,000 3,500 4,500 5,000
Personal Services 11,000 12,500 14,500 17,000 20,000
Air Taxi (Charter) 14,000 15,500 18,000 21,500 25,000
Total Flight Hours: 92,000 103,000 119,000 137,000 158,000
EMS 27,500 31,000 35,000 41,000 47,500
Police & Public Safety 5,500 6,000 7,000 8,000 9,500
Fire / External Load Lift 7,500 8,000 9,500 11,000 12,500
News Media 7,500 8,000 9,500 11,000 12,500
Utility & Patrol* 16,500 18,500 21,500 24,500 28,500
Corporate / Business 3,000 3,000 3,500 4,000 5,000
Personal Services 11,000 12,500 14,500 16,500 19,000
Air Taxi (Charter) 14,000 15,500 18,000 20,500 24,000
Exhibit 15: Forecast Regional Rotorcraft Operations by Category
BASELINE
HIGH
LOW
Source: NCTCOG and CHA Staff. 2000-2009, FAA General Aviation and Air Taxi Activity (and Avionics) Surveys.
Note: The Utility and Patrol flight hours collected by FAA and HAI are mainly comprised of offshore oil rigs. While a majority of
the regions in the U.S. would discount these flight hours in their regional comparison, North Central Texas is rare in its utility
use of helicopters for pipelines and oil and natural gas drilling. Totals may not add up due to rounding.
27. 27
I. FORECAST RESULTS
The results of the forecast show a similar correlation between the “Baseline” and “Low” forecast
scenarios; the “Baseline” forecast projects slightly higher registered rotorcraft and operations
than the “Low.” As expected, the “High” forecast scenario, developed assuming the same FAA
rotorcraft growth rates from 2000-2009 will continue over the life of the forecast, predicts
registered rotorcraft and operations would more than double over the life of the forecast.
Two forecast scenarios and subsequent recommendations will be outlined in the
Recommendations section of the VF Report. The details of each forecasting scenario are
compared in the Appendices section of the report.
RECOMMENDATIONS
While the existing VF system may handle the current demands of North Central Texas, a
comparison of the forecasts and the existing inventory can assess any potential future needs.
This comparison is possible due to the significant effort that went into inventorying the existing
system infrastructure and regional trends as well as developing a forecasting model that
presented a realistic future demand for North Central Texas. These future needs are discussed
below and may include items such as the expanded use of helicopters in the region, additional
facilities to be developed, ordinances to support, and the potential impacts of industrial trends.
J. EMERGENCY/DISASTER RESPONSE PLANS
Disaster planning is the responsibility of many public and governmental agencies. While many
are effective, they have not always been fully aware of VF assets that may exist. VF aircraft may
be relied upon in emergency and disaster situations due to their accessibility and flexibility
beyond just emergency medical airlifts. These situations may include high rise building fires,
floods, tornados, aircraft crashes, major industrial accidents, large animal rescue, mass
causality, or hazardous spills. In many of cases, a disaster area is inaccessible to ground crews
due to things such as traffic, debris, or floodwaters. VF aircraft allow personnel to view the
overall situation from a higher vantage point, locate survivors or problem areas, evacuate
people, or transport personnel and resources to the site.
Many other emergency and disaster plans across the nation focus on the life saving benefits of
airlifting victims for emergency medical transportation. These plans, which can be found at
institutions such as campuses and large corporate offices, regularly suggest having an area
designated at the site that is VF accessible and near the medical centers. The FAA Advisory
Circular 00-59 - Integrating Helicopter and Tiltrotor Aircraft into Disaster Relief Programs
encourages states and municipalities to plan for their use in support of disaster relief operations.
The AC suggests ensuring that planners understand the capabilities of VF aircraft in general as
well as the specific equipment available in their area and learn how to open the communication
channels with potential pilots and aircraft owners that would be willing to volunteer. The AC also
stresses that while helicopters do not need runways, some planning is needed to determine a
safe, open location for helicopters to land, especially in urban areas. This AC highlights North
Central Texas as a metropolitan area that has successfully integrated locally based helicopters
into the disaster preparedness planning and regularly holds training exercises.
28. 28
The Texas Division of Emergency Management “…coordinates the state emergency
management program, which is intended to ensure the state and its local governments respond
to and recover from emergencies and disasters, and implement plans and programs to help
prevent or lessen the impact of emergencies and disasters.” Their disaster programs plan for a
Resource Staging Area, where a helicopter landing zone that can handle three to four
helicopters should be designated. From this location, distribution points or County Staging
Areas can be set up for delivery of the resources. The Texas Department of Public Safety
currently operates 16 helicopters. The aviation department was created because the
organization felt that a more efficient method of transporting investigative teams, specialized
police equipment and key personnel throughout the state had to be developed.
As there is no one team of VF aircraft and pilots dedicated to disaster response within North
Central Texas, a coordinated effort of the multiple organizations available allows for the best
potential to respond efficiently and effectively. Responding agencies include local fire, medical,
and police departments, Bell Helicopter, the Texas National Guard, Emergency Preparedness /
Management Offices, and the US Army Reserve. In Dallas County, the Helicopter Emergency
Lifesaving Plan (HELP) is a plan that will be deployed when the disaster requires more than the
capabilities of the existing CareFlite helicopters and ground ambulance units. The plan was
originally created in 1982 and updated in 1995; another update is being discussed currently. VF
aircraft capabilities have also been discussed within the NCTCOG’s Emergency Preparedness
Department’s plans and committees. It is recommended that this continue to allow more people
within the region to understand the benefits and capabilities VF aircraft can provide and
integrate VF capabilities into their own emergency planning efforts.
In cases of high rise buildings, a clear area is needed to allow for a safe landing of a VF aircraft.
In Tarrant County, the local fire departments are supposed to have surveyed the roofs and
prepare an aerial photographic hazard book for quick reference. Building owners can assist by
ensuring that all unnecessary equipment is removed from the rooftop to provide more space for
landings. It is also recommended that more buildings provide designated VF landing pads that
are for private and emergency use only. In addition, all heliports, especially rooftop heliports,
should adhere to the National Fire Protection Agency (NFPA) standards outlined in 2006 NFPA
418.The standards specify the minimum requirements for fire protection for heliports and rooftop
hangars. It details specifications for structural support, construction materials, means of egress,
fire-fighting access, fire protection, standpipes, fire alarms and extinguishers, method of
construction, drainage, water/foam supply, and lighting and electrical systems.
As the location of a disaster will not be known in advance, all public aviation facilities should be
ready to handle an influx of VF aircraft and personnel and have a clear understanding of the
main points of contact is in such a scenario. In addition, emergency ground crews need to
understand the operation and landing of a VF aircraft. Classes are offered in North Central
Texas that cover preparing a site for a landing, safety precautions necessary when around
helicopters, and air to ground communication. As ground crews are better trained in the
handling of VF aircraft, the benefits and safety of VF operations will be enhanced.
With regard to the physical security of a VF facility, there are no federal regulations pertaining
specifically to heliports at this time. It is still recommended that VF facilities be secured for the
pilots and passengers safety as well as the casual onlooker. Many people do not understand
the dangers that VF aircraft pose, the high winds, potential debris disruption, the reach of the
29. 29
blades, or areas that the pilots cannot see. Depending on the location, type of activity and
users, and funding availability, practical security measures should be considered. These would
include either locking or storing aircraft when not in use, lights, fences, cameras, controlling
access, and requiring badges, background checks, and training.
K. FACILITY RECOMMENDATIONS
It is obvious that the number of hours and aircraft flown regionally is expected to significantly
increase, whether the high or baseline growth forecast is used. As such, additional facilities and
amenities may be necessary to accommodate the future demand. This development will be
based on the specific needs of the different categories of flight as well as the companies and
developers’ desires. Furthermore, with additional hours being flown, additional pilots will be
needed.
Emergency Medical Services (EMS)
EMS is expected to significantly increase in the next 35 years. This may be due to the increase
in technologies available for these services, population increases, and the increased awareness
of the life saving value of such a service.
EMS Recommendations: Hospitals with trauma centers should highly consider
constructing a heliport and any new hospitals should consider incorporating one into their
design plans. If not on the rooftop, the heliport should not be so close to the facility to disrupt
patients, but should not be so far as requiring an ambulance to the main buildings. Pilots should
also be notified via signs and NOTAMs if a Magnetic Resonance Imaging (MRI) machine is
located at the site due to the potential instrument disruption it may cause.
EMS Facility Example: Recently, the Medical Center of Plano has decided to construct a
second heliport to accommodate the increase traffic; which will allow them to land two
helicopters simultaneously. An emergency helicopter does not need more than a clear area with
markings and possibly lighting to land. The City of Fort Worth allowed the use of the private
Tarrant Regional Water District heliport for emergency use during the Super Bowl in 2011 as it
was one of the closest facilities with lights to the event in Fort Worth.
Special Events
Basic heliports/helipads should also be considered at sports stadiums and special events with
large crowds. High profile guests contacted many regional helicopter operators for
transportation to and from Super Bowl XLV – hosted at Cowboys Stadium in Arlington.
Special Events Recommendations: Helipads near or at special event venues can
provide a safe and quick access point during special events so helicopters can provide
transportation to and from the event for attendees as well as EMS providers. With several
premier venues to host special events in the region the helicopter community stands to benefit
from the potential for increases in demand for services. A happy medium is necessary to remain
in compliance with local ordinances and the helicopter community should plan in advance of
special events to coordinate accessibility and security issues that may come to light. Additional
details covering the importance of vertical flight during special events can be seen in the System
Plan’s Special Events Report, May 2010.
30. 30
Special Events Facility Example: Attendees may use helipads placed not just at local
airports but also facilities such as Lone Star Park or Rangers Stadium in Arlington through the
use of air taxi services from a hotel or conventional center that can also have a heliport on its
property. It is important to consider the type of event will affect vertical flight activity as some
major sporting events have a Temporary Flight Restriction on the surrounding airspace for
safety.
Public Safety
Recognized in the System Plan as one of the most valuable operations to the region, Police and
fire departments are a critical element to protecting the community and require support to
continue effective operations to local communities. Communities and cities should work together
to develop model ordinances that can enhance public safety services in the region without
negatively affecting public perception.
Public Safety Recommendations: If the police wish to increase their local service area,
public funding will be beneficial in efforts to purchase new aircraft, devices and train pilots.
Public Safety Facility Example(s): To conduct operations located near more urban areas
for quick mobilization public safety organizations should consider operating out of facilities such
as the Dallas CBD Vertiport, Garland Heliport, and Fort Worth’s public-use heliport currently
being constructed.
News Media/Broadcast
Helicopter operators and users desiring the ability to catch breaking news stories and produce
traffic reports may wish to be located near urban areas. Through the VF inventory process these
facilities were identified in Dallas and Fort Worth. This is not surprising given these areas grant
operational access to both the East and Western portions of the region.
News Media/Broadcast Recommendations: While some urban heliports/helipads
facilities may not have amenities such as a pilot lounge or a hangar it would allow for quick
access to the downtown area although it can be burdensome adhering to all the regulations and
standards. In addition, providing fuel at one of these locations may prove beneficial as a
refueling point for helicopters. This could potentially reduce the operating costs as they do not
have to fly back to their base to refuel.
News Media/Broadcast Example: Potential locations for these activities could be
effective operating on high rise buildings in downtown areas. The Dallas CBD Vertiport has an
elevated landing surface that is centrally located in an urban area which provides the quick
access to support news media/broadcasting recommendations.
Public-Use Heliports
While there are three public-use facilities within North Central Texas, there may be justification
for more over the forecasted period due to demand for specific amenities or locations. As
heliports are used for a variety of reasons, and tend to be located in areas convenient to the
use, the demand for a heliport in certain locations may change over time. Ferris-Red Oak (12T)
does not have any amenities and is in an undeveloped area of the region. Lancaster Airport is
three nautical miles to the north and is much better equipped to handle passengers and a flight
crew. Garland/DFW Heliport (T57), located in the northwest, is highly utilized by local
31. 31
businesses and has a fixed based operator with a hangar and six parking locations. The facility
sells fuel, provides maintenance, and is easily accessed by the interstate. The Dallas Vertiport
(49T) is located in downtown Dallas and is designed to accommodate Vertical Takeoff and
Landing (VTOL) aircraft. Despite its location near the central business district, the lack of
amenities such as fuel and maintenance at this facility reduces its ability to attract a large
number of users, impacting interest from prospective tenants.
In regard to demand of amenities, the region has the opportunity to construct new facilities or
upgrade the existing facilities that are lacking, to fulfill any demand for specialized VF
requirements. The City of DeSoto, which is approximately 15 miles south of Dallas, has been
investigating constructing a facility in their Eagle Industrial Park and the City of Fort Worth is
designing a new downtown facility. In order to construct a new facility, the local governments
must understand the lengthy process to become part of the FAA funding system or be willing to
financially support the facility themselves.
Entities such as communities, governments, operators and users of vertical flight in the region
should consider helicopters do not necessarily need a public-use vertical flight facility to conduct
operations and may base rotorcraft at airports instead of a heliport. With increased service
demands, larger facilities will be needed to store helicopters, provide fuel and maintenance, and
house flight crews. While T57 and 49T may not have much property to expand in order to
provide additional amenities, many of the local airports may be able to on their existing property.
Such is the case at Grand Prairie, which is home to CareFlite, the region’s main EMS provider.
In addition, the proper promotion and marketing of existing facilities may increase their use.
Potential users may not be aware that the facilities exist or that VF travel is an option compared
to GA or other modes of transportation.
Training
Beyond facility requirements specific to any of the flight categories, pilot training is a key
element. Currently, Bell Helicopter at Alliance Airport (AFW) hosts over 3,800 students from law
enforcement, medical fields, military, and other organizations annually for training. It is important
that the existing and future pilots are adequately trained in the new technologies such as flying
at night with night vision goggles to prevent future crashes. This requires training facilities and
practice locations. While simulators and class work can be held in almost any building, airports
and training areas that accommodate helicopters are essential to provide pilots with the real-
world experience needed to be comfortable with a new device, aircraft, or maneuver. A few
miles north of AFW is a 120-acre training site that has three runways, landing pads, and
simulated rooftops strictly for VF use. While the public may not always appreciate the noise from
VF activities, if the value and importance of such activities was better understood the public may
be more inclined to accommodate the occasional activity and subsequent noise near
communities.
Promotion
As a whole VF within the region should also be publicly supported to ensure public commitment
to their local facility. If the public can see and understand the benefits they will be more willing to
support VF. For example, promotion can be offered in the form of newsletters and articles,
brochures, and public demonstrations. The local industry and its professionals should also be
supported through regional meetings and workshops to discuss recent events, facility needs,
funding possibilities, and other significant topics.
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OrdinancestoSupport
The existence and detail of regulations and ordinances may correlate to the activity level and
uses of helicopters, population density, the community’s attitude towards aviation, and/or
existing land use adjacent to an airport. While it is the responsibility of local governments to
establish regulations for the health, safety, welfare, and overall quality of life for its citizens, they
may or may not address in specificity aviation-related matters. There are several ordinances
that NCTCOG can support by recommending that the local governments enact.
Ordinances that would apply to the majority of VF facilities within North Central Texas include:
1. All VF facilities must be registered with the FAA.
2. All VF facilities must adhere to the appropriate FAA standards, regulations, and policies.
3. All VF facilities must adhere to the National Fire Protection Agency (NFPA) 418
standards.
4. Include the protection of the airspace surrounding VF facilities in zoning and land use
regulations.
5. Discussion on impacts stemming from the future use of unmanned aerial systems (UAS)
L. SUMMARY
The Vertical Flight Report is a final product of three different but interconnected regional VF
analyses:
Inventory
Forecast and Methodology
Recommendations
The inventory was essential in creating a clear picture of North Central Texas’ VF network
consisting of the primary uses and users of the VF infrastructure. Once staff collected an
inventory of all regional FAA registered VF facilities, an inventory of registered rotorcraft and
operations at these facilities was evaluated.
Following completion of the VF inventory, forecasts and methodologies were developed to
include data available via the FAA’s Aerospace Forecast (AF). Three forecast scenarios were
created in an attempt to account for future factors such as varying economic climates,
enhancements in aviation technology, industry growth, etc.
While the forecasts did not impact recommendations for exact facilities and locations to be
developed or expanded, they gave a healthy understanding of the valuable use of VF aircraft
and what could be done to support them. Furthermore, beyond recommending the construction
of new landing areas or providing more amenities, community support can come from ensuring
that emergency personnel are properly trained, facilities are protected from encroachment, and
valuing the services that VF aircraft are capable of providing. In conclusion, consideration
should also be given to the potential impacts of industry trends such as UAVs, which may
replace many VF aircraft in patrol duties.
33. Appendix A: North Central Texas Vertical Flight Facilities
Facility Name Identifier Facility Use Ownership System Plan Designation
CITY OF FORT WORTH TX85 PR PU PS
DALLAS CITY HALL TA40 PR PU PS
FIRE DEPARTMENT TRAINING CENTER 73TS PR PU PS
NRH FIRE DEPARTMENT TE65 PR PU PS
POLICE H PORT-REDBIRD TX53 PR PU PS
REDMOND TAYLOR AAF TX18 PR PR PS
SW REGION FAA 00TA PR PU PS
TCJC-NORTHEAST CAMPUS 00TE PR PU RX
BAYLOR ALL SAINTS MEDICAL CENTER XA18 PR PR RX
BAYLOR HEALTH CENTER AT IRVING COPPELL 4XA7 PR PR RX
BAYLOR MEDICAL CENTER 02TE PR PR RX
BAYLOR MEDICAL CENTER AT CARROLLTON 4XS4 PR PR RX
BAYLOR RGNL MEDICAL CENTER AT PLANO XA79 PR PR RX
BAYLOR UNIVERSITY MEDICAL CENTER DALLAS XA61 PR PR RX
BAYLOR UNIVERSITY MEDICAL CENTER GRAPEVINE 78TX PR PR RX
BMCG TX76 PR PR RX
CAMPBELL MEMORIAL HOSPITAL 98TA PR PR RX
CHARLTON METHODIST HOSPITAL XS97 PR PR RX
CHARLTON-CAREFLITE 9TA5 PR PR RX
CHILDRENS/PRESBYTERIAN HEALTH CTR OF N TX 35TA PR PR RX
COOK CHILDREN'S MEDICAL CENTER XA36 PR PR RX
DALLAS REHABILITATION INSTITUTE 9TS8 PR PR RX
DALLAS/FORT WORTH MEDICAL CENTER 56TA PR PR RX
DENTON COMMUNITY HOSPITAL TX50 PR PR RX
DENTON REGIONAL MEDICAL CTR - FLOW CAMPUS TS58 PR PU RX
EMERGENCY ROOM AT MAGNOLIA 30XA PR PR RX
GLEN ROSE MEDICAL CENTER XA54 PR PR RX
H E B HOSPITAL TX30 PR PR RX
HARRIS HOSPITAL TE30 PR PR RX
HARRIS METHODIST SOUTHWEST HELISTOP 51TA PR PR RX
JOHN PETER SMITH EMS BUILDING 93TX PR PR RX
JOHN PETER SMITH HEALTH NETWORK 1XS3 PR PR RX
LAKE POINTE MEDICAL CENTER XA11 PR PR RX
LAS COLINAS MEDICAL CENTER XA21 PR PR RX
MCP - MEDICAL CENTER PLANO 6TS9 PR PR RX
MEDICAL CENTER OF ARLINGTON TE80 PR PR RX
MEDICAL CENTER OF LEWISVILLE XA59 PR PR RX
MEDICAL CITY DALLAS HOSPITAL TS06 PR PR RX
METHODIST DALLAS MEDICAL CENTER XA62 PR PR RX
METHODIST MANSFIELD MEDICAL CENTER 0XA9 PR PR RX
NORTH HILLS MEDICAL CENTER 24TS PR PR RX
NORTHEAST COMMUNITY HOSPITAL TS28 PR PR RX
PALO PINTO GENERAL HOSPITAL 39XS PR PU RX
PALO PINTO GENERAL HOSPITAL XA26 PR PR RX
PARKLAND HEALTH & HOSPITAL SYSTEM TE43 PU PR RX
PARKLAND HOSPITAL NR 2 0XA0 PR PR RX
PLAZA MEDICAL CENTER XA37 PR PR RX
PRESBYTERIAN HOSPITAL OF ALLEN XA53 PR PR RX
PRESBYTERIAN HOSPITAL OF COMMERCE 60TS PR PU RX
PRESBYTERIAN HOSPITAL OF GREENVILLE XA56 PR PR RX
PRESBYTERIAN HOSPITAL OF ROCKWALL 13XS PR PR RX
TCJC-SOUTH CAMPUS 9F5 PR PU RX
TERRELL COMMUNITY HOSPITAL TA71 PR PR RX
TEXAS HEALTH PRESBYTERIAN HOSPITAL DALLAS 37TA PR PR RX
TEXAS RGNL MEDICAL CENTER 23TE PR PR RX
THE MEDICAL CENTER OF MESQUITE 2TA2 PR PR RX
TRINITY MEADOWS RACE TRACK 57TA PR PR RX
TSRHC TE22 PR PR RX
WISE RGNL HEALTH SYSTEM XA57 PR PR RX
FERRIS RED OAK MUNI 12T PU PU TR
DALLAS CBD VERTIPORT 49T PU PU TR
GARLAND/DFW HELOPLEX T57 PU PU TR
34. Appendix A: North Central Texas Vertical Flight Facilities
5-STATE TE82 PR PR CP
AAF XA63 PR PR CP
AERO CRAFTER INC 44TA PR PR CP
AEROSPATIALE HELICOPTER CORP 0TX4 PR PR CP
AEROSPATIALE HELICOPTER CORP 85TS PR PR CP
ARLINGTON MARRIOTT HOTEL XS54 PR PR CP
BEECHWOOD TX65 PR PR CP
BELL HELICOPTER HURST 0TE2 PR PR CP
BELL HELICOPTER PLANT-3 TA99 PR PR CP
BELL HELICOPTERS AUXILIARY 6TA8 PR PR CP
BELL TRAINING FACILITY 3XS7 PR PR CP
E D S 49TS PR PR CP
EDS 0XS4 PR PR CP
EDS ADMINISTRATION NR 1 6TS5 PR PR CP
EDS ADMINISTRATION NR 2 TX59 PR PR CP
EDS HANGAR 1TS4 PR PR CP
EDS SUPERDROME TX80 PR PR CP
FLIGHT SAFETY TEXAS TX90 PR PR CP
FORT WOLTERS HELICOPTERS 88TS PR PR CP
HELI-DYNE SYSTEMS INC 17TA PR PR CP
HIG TE79 PR PR CP
HILLWOOD XS96 PR PR CP
INFOMART 9TX8 PR PR CP
JAMAK FABRICATION 2TS7 PR PR CP
JMK INTL INC TX71 PR PR CP
LMC TE66 PR PR CP
MALLICK TOWER TX77 PR PR CP
MC DAVID HONDA 94TS PR PR CP
MC DAVID PONTIAC COMPANY TE31 PR PR CP
OWENS COUNTRY SAUSAGE 15TS PR PR CP
SOLANA NORTH 26XA PR PR CP
SOUTHLAND CENTER TX55 PR PR CP
SOUTHWEST CUSTOM AIRCRAFT TX58 PR PR CP
SUPERTURF TS60 PR PR CP
T I COMPANY TX60 PR PR CP
THE BALLPARK IN ARLINGTON TX08 PR PR CP
THIRTY THIRTY MATLOCK OFFICE CENTER 01TA PR PR CP
TOYOTA OF DALLAS INC 9TS9 PR PR CP
ACTION 5 6TX1 PR PR NW
11 TV DALLAS TE56 PR PR NW
BELO BROADCASTING TA37 PR PR NW
KTVT CHANNEL 11 TS56 PR PR NW
HELIPORT-FACILITY 5A 0TX2 PR PR UT
TARRANT COUNTY WATER CONTROL XS02 PR PR UT
WATER DEPARTMENT TX83 PR PU UT
NAPIERS 04XS PR PR AG
ALLEN PONDEROSA 07XS PR PR AG
BARBARO NORTH 94TE PR PR AG
BIG TOWN 7TX3 PR PR AG
BUCKMASTER 34TX PR PR AG
CARRINGTON TX06 PR PR AG
CEDAR CIRCLE 32XS PR PR AG
CLEAR FORK RANCH TA54 PR PR AG
COWDEN 7TS1 PR PR AG
CREECH TA94 PR PR AG
FAULKNER POINT 90TA PR PR AG
FLYING W TA10 PR PR AG
FURST RANCH 24XS PR PR AG
GMF RANCH TX84 PR PR AG
HAWK NEST TA48 PR PR AG
KIMI TS64 PR PR AG
LADUE RANCH 9TS4 PR PR AG
LUPTON FARMS TA69 PR PR AG
MX RANCH TE05 PR PR AG
35. Appendix A: North Central Texas Vertical Flight Facilities
OPELA 80TE PR PR AG
PEACOCK WILLOW CREEK 99TA PR PR AG
PECKS 07TX PR PR AG
PLACID 9TA4 PR PR AG
PREMIER AVIATION INC TA88 PR PR AG
PSF 5TX5 PR PR AG
PUTMAN TE20 PR PR AG
SHELTON PVT XA69 PR PR AG
STAGGS TE93 PR PR AG
STAR 95TE PR PR AG
UPHAM TA32 PR PR AG
WALDEN RANCH 27TS PR PR AG
