Heliport Advisory Circular Panel Final... · Heliport Advisory Circular (AC 150/5390-2C) –...

1Infrastructure Panel

International Helicopter Safety Symposium 9 November 2011 Ft. Worth, TX

Safer Skies: New Technologies/Next Gen

• Premise: Safer Skies requires the same commitment—policy, innovation, funding, and technology for vertical flight that currently exists for commercial Part 121 aviation.

• Premise: the current architecture to support vertical flight is not sufficient to realize the potential and promise of Next Gen.

University of Maryland Creates Human-Powered Helicopter with SolidWorksTuesday, 08 November 2011 09:32

HeliportInfrastructure

Update

Heliport UpdateRex Alexander Air Methods / NEMSPA

Heliport Infrastructure

• Heliport Advisory Circular (AC 150/5390-2C)

– Heliport A/C draft released by FAA Airports Division AAS-100, April 2011.

– Public comment period was initially extended.– Public comment period closed 10/31/2011.– Public comments are unpublished at this time.– FAA AAS-100 currently in review of public comments.– FAA time frame for response: Unknown– Final advisory circular publication date: Unknown

• Education– Currently

• Half of all helicopter pilots in the United States have never read the heliport advisory circular*. The majority of the information in the AC is not in the Aeronautical Information Manual.

– Recommendation• Include information from the heliport advisory circular pertinent to

pilots and operations in the Aeronautical Information Manual in the same way that airport information is included.

*Based on NEMSPA Heliport Safety Survey, October 2011

• Accident and Incident Reporting– Currently

• The data currently available from the FAA and NTSB on reported accidents and incidents at heliports is inconsistent and is in question*.

– Recommendation• Establish a trigger mechanism and criteria for reporting an accident

or incident at a heliport.• Outline the reporting process to be utilize by operators and

insurance underwriters when a heliport is involved.*Based on NEMSPA Heliport Safety Survey, October 2011

• Inspection and Auditing Process– Currently

• There is no National standard or time frame for inspecting or auditing heliports.*

• There is no clear process for reporting changes, updates, closures or hazards.*

– Recommendation• Audit heliports on an annual or bi-annual basis.• Establish either a self auditing or State DOT process.

• Data Base and NOTAM System– Currently

• There is no national data base for heliports which is accurate, up-to- date or inclusive.*

• Most heliports do not have a functional NOTAM system.*

– Recommendation• Establish a National data base for heliports that is online,

searchable and updateable with a real-time NOTAM system.

• Night Vision Lighting Compatibility– Currently

• Many pilots report issues with both heliport and obstruction lighting when using Night Vision Goggles in the field.*

– Recommendation• Further study needs to be conducted to determine what is and what

is not Night Vision compatible.

11Infrastructure Workshop – March 8, 2011

Heli-Expo 2011, Orlando, FL

Weather Overview

MEETING

November 9, 2011

Improving WeatherRalph Petragnani: Belfort Instruments

Infrastructure Improvements

To improve pilot access to low level weather infrastructurefor flight planning

•Identify potential existing and new sources of weather

•Identify access systems for weather.

Existing sources of aviation weather

FAA NADIN II Network (NAS Data Interchange Network)

AWOSAWOS

Third PartyWx Processor

Third PartyCentral Data

CollectionStation

Third PartyCentral Data

CollectionStation

National Airspace Data Interchange Network (NADIN) II

Dedicated, secureX.25 Connection

KZIDKZID

WMSCRWMSCR

Flight Service Stations

National Weather Service

Commercial Weather Sources

FEDERAL SYSTEMS750 ASOS200 AWOS100 AWSS

Owned, Installed, & MaintainedBy the FAA. All on the NADIN

Non-Federal AWOS SYSTEMS1163 Non-Fed AWOS

Added 68 AWOS since last year

1163 Non-Fed AWOSof this number

are in the network

To date, the FAA has been reluctant to allow the AWOS systems that are less than the AWOS III configuration.

One barrier is a 30 year old FAA order that only speaks to AWOS III equipment. The order was written well before the certification of other AWOS configuration.

A second barrier was the ICAO had no acceptance of a less than AWOS III system.

Two steps have been taken to address the FAA’s concerns regarding the inclusion of the 250 or so non-AWOS III systems into the NADIN

The first is that the JHSIT Infrastructure Workgroup have presented a white paper to the JHSIT EXCON to present to the FAA for consideration.

The second has been taken by the National Association of State Aviation Officials (NASAO). States’ realize the importance having as much weather information available to the flying public as possible

Randall Burdette, Director of the Virginia Department of Aviation(DOAV) and 2010-2011 Chairman of the NASAO Board of Directors has been working with the FAA to allow not only AWOS III information but to include FAA certified weather sensor into the NADIN. NASAO has express their position to the FAA Administrator this ye

Sources of aviation weather

The explosion of the Smartphone as greatly improve the access toAviation weather reports (METARS).

Apps are now available for the iPhone/iPad as well as the Android base phones from ForeFlight that show METARS.

Blackberry App is also on the market.

Sources of aviation weather

For Garmin and other Cockpit Display Systems, XM WX provides METAR reporting in the cockpit.

The Industry continues to provide a variety of access means to aviation weather but the greater goal and the one of the most important issues for flight safety is to have a larger database of weather reporting from sites across the country.

Helicopter Communications in Next GenerationNational Air Space

David Manchester Harris Corporation

Infrastructure Panel– November 9, 2011

International Helicopter Safety Symposium 2011

Ft Worth, TX

Where we areWhere we are

Radar and ILS SystemPredominately VFR Operations

Line of sight communications and surveillance

NexGen

ADS-B Receiver and Network Enabled Radio

Helicopter Communications in Next Generation

National Air SpaceHelicopter Communications in Next

GenerationNational Air Space

Expanded Low altitude coverage

ADS-B low altitude surveillance

Digital Data Communications

Network Enabled Digital Radios

Remote communications•

IFR capable low altitude infrastructure

Electronic Flight Bag

Available applications

Where We Need to Be

Aircraft equipage

Infrastructure Funding

Expanding controlled airspace

BarriersBarriers

Perhaps Alaska model of making low interest, long duration loans available for NextGen

equipment

Finding a State or local government Business Partner

Further cooperation among operators, controllers, pilots and politicians to expand low altitude portion of the NAS

Potential use of AIP funding

How We Get There How We Get There –– What might workWhat might work

NextGen Enhancements

RNAV and RNP precision allow multiple departure paths from each runway. Departure capacity increased.

Automation optimizes taxi routing. Provides controllers and pilots all equipped aircraft and vehicle positions on airport. Real-time surface traffic picture visible to airlines, controllers and equipped operators. Surface movement management linked to departure and arrival sequencing. ADS-B and ASDE-X contribute to this function. Taxi times reduced and safety enhanced.

Pilots and controllers talk less by radio. Data Communications expedite clearances, reduce communication errors. Pilot and controller workloads reduced.

Operators and traffic managers have immediate access to identical weather information through on data source.

Arrival sequence planned hundreds of miles in advance. RNAV and RNP allow multiple precision paths to runway. Equipped aircraft fly precise horizontal and vertical paths

at reduced power from descent point to final approach in almost all types of weather. Time and fuel are saved.

Emissions and holding are reduced.

Runway exit point, assigned gate and taxi route sent by Data Communications to pilots prior to

approach. Pilot and controller workload reduced and safety improved.

RNAV, RNP, and RVSM utilize reduced separation requirements increasing airspace capacity. Aircraft fly most optimal path using trajectory-based operations considering wind, destination, weather, and traffic. Re-routes determined with weather fused into decision-making tools are tailored to each aircraft. Data Communications reduce frequency congestion and errors. ADS-B supported routes available for equipped aircraft.

Federal Aviation Administration

NextGen Enhancements

ARTCCs

TRACONs

TOWERUser Flight OperationsControl

VDL-2Netw ork

ATCSCC

WX Reroutes

Clearances

Taxi InstructionsDigital ATIS Departure Clearance

Pilot Downlink

How We Want to FlyHow We Need to FLY

Global Harm onization, Enhanced Safety , Increased Capacity

Data Communications Integrated ServicesData Communications Integrated Services

OEM Perspective - Towards a New System

The OEM Perspective-- the way forward: Nigel Talbot: Augstawestland

A New System - Characteristics• Safe

– We need improved safety– New Technology – careful introduction

• Useful– Improved Operational Capabilities– Clear Operational Objectives

• Integrated– Airworthiness/Operational Rules/Training– Integration with NextGen/SESAR - Influence

• Cost Effective– Won’t happen unless it is

A New System – Features

• Improved IFR Capability– Low Level IFR– PINS Approaches– Self Separation between Traffic

• Operational/Air Traffic Integration– Self Separation Between Traffic– ATC Flexibility/4D/Negotiated Trajectories– Defined Equipment – ‘Best Equipped, First Served’

• SNI– Helicopter/Future Rotorcraft access to Airports

Safety• Appropriate Airworthiness and Operational Rules must be

developed along with the New Technology– Systems Safety Assessment– AWO Criteria/Weather Information– Obstacles and Ground Hazards

• Training Standards must be defined• Education of Pilots• Basic Aircraft Characteristics:

– Stability– Visual Cues/Degraded Visual Environments (DVE)– Is VMC/VFR Stability Enough?

Capabilities from OEMs• High Levels of Basic Stability• New Uses for Autopilot Functions• Improved Visual Cueing - Displays• High Integrity Point in Space (WAAS/GBAS/SBAS)• Performance/Controllability• Icing Capability• Fully Integrated and Approved NVG Cockpits and External

Lighting• Collision Avoidance Systems (LIDAR) & Height Awareness• Low Airspeed Indicating Systems• Noise Reduction

Invest in Safety

Infrastructure improvementsin Practice

IFR Infrastructure Success and Barriers

Jason PatrickSatellite Technology International

andRachel Miller-Tester

IFR Capability

• Identified as one way to help increase HEMS safety (and other helicopter operators).

• Recovered Revenue for Operator / Hospital.• National Airspace System (NAS) benefits

(helicopter will fit into the NAS)• Requires a COMPLETE system

The IFR Triad

Pilot◦

Instrument Trained◦

Instrument Current◦

Instrument Proficient

Aircraft◦

Meets FAA IFR Standards◦

GPS Receiver Meets TSO C-129 Requirements

Infrastructure◦

GPS Approaches◦

GPS Routes◦

Weather Availability

The IFR Infrastructure• GPS Approaches

• 1994- First civilian stand-alone GPS approach into a hospital helipad at Erlanger Medical Center- Chattanooga, TN

• 2011- over 500 approaches over 45 operators• Routing

•Over 1500 miles of routing •Currently the Primary Barrier to IFR infrastructure

Role of Air Traffic Control (ATC)

Funding1. ATC Approach Control Facilities

•FAA forced to close or limit operational hours•Many closed and others forced to close after midnight

2. Centers (ARTCC)•Traffic, including HEMS aircraft, from ATC Approach Control Facilities are now the responsibility of much larger Centers•Centers generally do a sufficient job keeping up, but there are side effects

Effects of Center Control Status• Physical

• lack of tie in RADARs• Operational

• MIA used by a Center is often much higher than those used by an Approach Control

•Example•Approach Control MVA- 3000’•Center MIA- 5500’

• Educational• less familiarity between operator and controller• extended clearance delays for aircraft

Effects of Center Control Status On Operator- HEMS Example

Primary Hospital (Trauma or Specialty Center)

Transferring Hospital

Departure at 22:00Approach Control

3000’Intermediate Departure Fix

IAF of GPS Approach

●●

6000’

Departure at 00:30Center

Complications

• Pilot may elect to return VFR when IFR is the safer option → defeats the purpose of IFR capability →

Safety Compromise• Patient transport by ground EMS → Delayed access

to specialty care for patient → defeats the purpose of air transport

• Aircraft out of service until:• Weather changes to allow safe VFR return• Approach Control Facility Opens

Routing Solution and Benefits1. Low Altitude Route System

• Connect with GPS approaches to form a complete point-to-point system

• Keep helicopters on routes that are studied / cleared for terrain and obstructions

• Verified safe altitudes

2. Benefits for Operators• Allows efficient and uninterrupted use of IFR system (Routes and

Approaches) by operator• Allows for lower altitudes than the MEA associated with Center

Control / RADAR• Increases overall safety for pilot, crew, and patient / passengers

Murphy, NC Approach Designed with Feeder around mountainous terMurphy, NC Approach Designed with Feeder around mountainous terrain.rain.

Routing Solution Benefits

3. Benefits for ATC / Center• Coordination of routes ensures that final product is

a collaboration between ATC facilities and the operator

• No longer requires RADAR tracking• Ensures aircraft is on pre-determined route by

utilizing established compulsory reporting points

Current Routing Systems

• Seattle Center• Frequently used

• Atlanta Center• Signed by FAA• Due to ATC reluctance- Never used

• Boston Center• In the development process

Combination of rural, coastal, and inland approaches with Routes and Feeders connecting them to urban trauma centers.

Multiple approaches connected by GPS Routes and Feeders in remotMultiple approaches connected by GPS Routes and Feeders in remote mountainous arease mountainous areas..

Barriers

• ATO regulation interpretation• Some accept routes as long as altitudes coincide

with Center’s MIA•Defeats the purpose of routing

• Each region sets up responsibility for routes through Letters of Agreement with each operator.

•Different in nearly every region• No specific process for development of

infrastructure from start to finish

Conclusion

• Low-Altitude Route Infrastructure and GPS Approaches and Departures allow for a safe, planned IFR flight

• Operators have the availability to fly IFR without RADAR, out of icing, and on planned routes with established safe altitudes

What We Need• A centralized set of regulations guiding the

development of infrastructure• Regulations written / re-written for standard

interpretation • Specific plans to coordinate with ATC and other FAA

offices during procedure development• Regulatory agencies must be made aware of routing

necessity for safety

What We Need

• Due to limited resources, we need a Top – Down

• Directive to:1. Make low-level infrastructure a priority within

the FAA.2. Conduct route testing to determine if criteria can

be re-written based on new data• Industry input on the most advantageous

altitudes (3000’?)

Providing Safety and Reliability with PBN

IHSTInternational Helicopter Safety Summit

HUGHES PROPRIETARY

Helicopter accident rate (nominal) is 7.5 per 100,000 hours of flying

In Comparison the airplane accident rate (nominal) is approximately 0.175 per 100,000 flying hours.

Helicopter Accident RateVertical Flight PBN Solutions

Loss of Traffic SeparationHudson River Mid-Air Tragedy

The top of the grey lines are the altitude of passing aircraft

The top of the grey lines are the The top of the grey lines are the altitude of passing aircraftaltitude of passing aircraft

2,500’ at GREEN Line2,5002,500’’ at GREEN Lineat GREEN Line

2,000’ at top of RED Line2,0002,000’’ at top of RED Lineat top of RED Line

Aircraft altitudes are average 3,000’ providing 1,000’ vertical separation

Aircraft altitudes are Aircraft altitudes are average 3,000average 3,000’’ providing providing 1,0001,000’’ vertical separationvertical separation

Airspace Traffic Separation Vertical Flight PBN Solutions

HUGHES PROPRIETARY

PBN Helicopter AirwaysVertical Flight PBN Solutions

HUGHES PROPRIETARY

Urban Area - MetroplexVertical Flight PBN Solutions

Concept ChartingVertical Flight PBN Solutions

HUGHES PROPRIETARY

IFR Helicopter Route SystemVertical Flight PBN

North-South Transition Routes

NorthNorth--South South Transition RoutesTransition Routes

Bi-Directional East-West Routes

BiBi--Directional EastDirectional East--West West RoutesRoutes

Helicopter LPV Approaches

Helicopter LPV Helicopter LPV ApproachesApproaches

Helicopter LPV Approaches

Helicopter LPV Helicopter LPV ApproachesApproaches

Automated Weather/ADS-B

ATC Comms/Camera Stations

Automated Automated Weather/ADSWeather/ADS--BB

ATC ATC CommsComms/Camera /Camera StationsStations

Automated Weather/ADS-B

ATC Comms/Camera Stations

Automated Automated Weather/ADSWeather/ADS--BB

ATC ATC CommsComms/Camera /Camera StationsStations HUGHES PROPRIETARY

Southampton HeliportK87N

Southampton HeliportSouthampton HeliportK87NK87N

Noise Sensitive AreasNoise Sensitive AreasNoise Sensitive Areas

K87N Southampton HeliportLPV PinS Approach with VAS

RF LegVisual Approach

Segment

RF LegRF LegVisual Approach Visual Approach

SegmentSegment

LPV PinS Approach to Ponquogue Bridge

LPV LPV PinSPinS Approach to Approach to PonquoguePonquogue BridgeBridge

IFR Helicopter Route SystemRNP 0.3 Transitions

North-South Transition Route

NorthNorth--South South Transition RouteTransition Route

IFR Off-Shore Helicopter Route SystemPrecision Oil Platform Approach

Bi-Directional Route All-Weather Route

BiBi--Directional Route Directional Route AllAll--Weather RouteWeather Route

All-Weather Precision Approach

AllAll--Weather Weather Precision Precision ApproachApproach

LATS Station ATC Comms ADS-BAWOS IIICamera Surveillance

LATS Station LATS Station ATC ATC CommsCommsADSADS--BBAWOS IIIAWOS IIICamera Camera SurveillanceSurveillance

Discussion

Heliport Advisory Circular Panel Final... · Heliport Advisory Circular (AC 150/5390-2C) –...

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Advisory Circular - Federal Aviation Administration · AC No: 150/5390-2B Change: 1. PURPOSE. This advisory circular (AC) provides recommendations for heliport design and describes

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