Vertical Flight Report Inventory, Forecast and Methodology, and Recommendations

Transcription

1 Vertical Flight Report Inventory, Forecast and Methodology, and Recommendations July 2011

2 VERTICAL FLIGHT REPORT TABLE OF CONTENTS A. Glossary... 4 Inventory B. Inventory... 5 Facility Classifications... 7 Heliport/Vertiport Physical Characteristics Heliport Landing Sites in North Central Texas C. Vertical Flight Activity in North Central Texas D. Air Traffic Control, Navigational Aids, and Other Considerations AWOS Infrastructure and Coverage Forecast and Methodology E. Regional Characteristics of Vertical Flight F. Regional Impacts on Vertical Flight G. Forecasting Vertical Flight Activity H. Regional Forecast Scenarios and Methodologies I. Forecast Results Recommendations J. Emergency / Disaster Response Plans K. Facility Recommendations L. Summary

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 Exhibit 5 Helicopter Service Providers in North Central Texas Exhibit 6 Dallas and Fort Worth Airborne Police Patrol Areas Exhibit 7 North Central Texas DFW Helicopter Routes Exhibit 8 North Central Texas AWOS Network Exhibit 9 Dallas Love Field 2035 No Build Exhibit 10 Regional Based Aircraft Comparison Exhibit 11 FAA Registered Rotorcraft Forecasts Exhibit 12 FAA Rotorcraft Operational Forecasts Exhibit 13 North Central Texas Forecast Regional Rotorcraft Exhibit 14 North Central Texas Forecast Total Rotorcraft Operations Exhibit 15 Forecast Regional Rotorcraft Operations by Category 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 3

4 A. GLOSSARY This section defines acronyms and abbreviations used throughout the document. Term AMR ATC EMS FAA FAR GA GIS HAI NBAA SYSTEM PLAN U.S. UT VFCV VTOL Description Airport Master Records Air Traffic Control Emergency Medical Service Federal Aviation Administration Federal Aviation Regulations General Aviation Geographic Information Systems Helicopter Association International National Business Aviation Association North Central Texas General Aviation and Heliport System Plan United States Utility/Water/Electric/Pipeline Patrol Vertical Flight Community Value Vertical Takeoff and Landing 4

5 INVENTORY B. INVENTORY 5 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 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. Exhibit 1: North Central Texas Registered Rotorcraft County Rotorcraft Percent of (Piston) 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 Percent of (Turbine) Total (%) Collin 4 1% Dallas % Denton 8 2% Hunt 1 0% Ellis 7 2% Johnson 10 3% Palo Pinto 1 0% Parker 1 0% Rockwall 4 1% Tarrant % Hood 2 1% Wise 2 1% Total Turbine 353 Total Registered Rotorcraft 594 Source: FAA Aircraft Registry Database, June 2011 Exhibit 2: North Central Texas Based Rotorcraft 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 118 Heliports Total Regional Based 313 Rotorcraft 6 Source: FAA 5010 Airport Master Record, June 2011

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 7

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 8

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 Note: Only FAA registered vertical flight facilities were accounted for in the Vertical Flight Inventory. Source: NCTCOG and CHA Staff 9

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 Unprepared sites Heliports Ground level and rooftop Airports 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 jointuse (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 10

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 CareFlite Air Evac/Lifestar Helicopters WFAA-TV Channel 8 KTVT-TV Channel 11 Bell Helicopter Training Unit Fort Worth Police Department Air Methods/Mercy Air U.S. Forest Service Sky 4 Fox News Department of Public Safety Air 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 11

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. Exhibit 4: Helicopter Missions (National Data Averages) Percent of Mission 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 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. 12

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 Individuals Eurocopter 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

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 14

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. 15

16 Exhibit 7: North Central Texas DFW Helicopter Routes Source: Federal Aviation Administration ( 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 16

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 17

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 bypass 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 Exhibit 9: Dallas Love Field 2035 No Build Scenario Note: Based on preliminary 2035 network as developed for Mobility 2035 (not yet approved). 18

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. 19

20 Exhibit 10: Regional Based Aircraft Comparison Aircraft Type Based Aircraft % of Total Single Engine % Multi Engine % Jet Engine % 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 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 will continue over the life of the System Plan VF forecast. 20

21 3. Low Forecast Assumes growth will continue at a slower rate, which is the lowest percentage applied from 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. Exhibit 11: FAA Registered Rotorcraft Forecasts PISTON TURBINE TOTAL Forecast ,685 6,735 10, ,795 6,885 10, ,910 7,045 10, ,030 7,215 11, ,165 7,405 11, ,305 7,605 11, ,450 7,810 12, ,595 8,015 12, ,740 8,220 12, ,890 8,430 13, ,040 8,640 13, ,195 8,855 14, ,350 9,070 14, ,505 9,285 14, ,660 9,500 15, ,815 9,720 15, ,970 9,940 15, ,125 10,160 16, ,280 10,380 16, ,435 10,600 17, ,590 10,820 17,410 Avg Annual Growth % 4.0% 3.6% % 2.3% 2.5% % 2.5% 2.7% % 2.4% 2.6% *Sources: , FAA General Aviation and Air Taxi Activity (and Avionics) Surveys and FAA Aerospace 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

22 Exhibit 12: FAA Rotorcraft Operational Forecasts PISTON TURBINE TOTAL Forecast ,300 3, ,363 3, ,430 3, ,501 3, ,579 3, ,662 3, ,748 3, ,834 3, ,025 2,921 3, ,060 3,011 4, ,095 3,101 4, ,132 3,194 4, ,169 3,288 4, ,206 3,383 4, ,243 3,478 4, ,280 3,577 4, ,317 3,676 4, ,355 3,776 5, ,392 3,877 5, ,430 3,979 5, ,469 4,082 5,551 Avg Annual Growth % 3.0% 3.2% % 2.8% 2.9% % 3.0% 3.1% % 2.9% 3.0% *Sources: , FAA General Aviation and Air Taxi Activity (and Avionics) Surveys and FAA Aerospace Forecast 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 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. 22

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. Exhibit 13: North Central Texas Forecast Regional Rotorcraft NCTCOG SYSTEM PLAN BASELINE FORECAST HIGH FORECAST LOW FORECAST 2011E Forecast Year , Avg Annual Growth % % % % % 3.6% 2.5% Source: NCTCOG and CHA Staff , FAA General Aviation and Air Taxi Activity (and Avionics) Surveys. 23

24 Total Regional Rotorcraft Operations Baseline: NCTCOG staff applied the rotorcraft operational growth rates from the FAA s 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 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. Exhibit 14: North Central Texas Forecast Total Rotorcraft Operations NCTCOG SYSTEM PLAN BASELINE FORECAST HIGH FORECAST LOW FORECAST (in thousands) 2011E Forecast Year Avg Annual Growth % % % % % 3.2% 2.9% Source: NCTCOG and CHA Staff , FAA General Aviation and Air Taxi Activity (and Avionics) Surveys. 24

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 , 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. 25

26 Exhibit 15: Forecast Regional Rotorcraft Operations by Category BASELINE 2011E Total Flight Hours: 92, , , , ,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 HIGH 104, , , ,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 LOW Total Flight Hours: 92, , , , ,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 Source: NCTCOG and CHA Staff , 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. 26

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 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 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. 27

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 28

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

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 30

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 realworld 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. 31

32 Ordinances to Support 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. 32

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

36 Appendix B: North Central Texas Vertical Flight Facilities

37 Appendix B: North Central Texas Vertical Flight Facilities

38 Appendix B: North Central Texas Vertical Flight Facilities

39 Appendix C: North Central Texas Vertical Flight Forecasting Results