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Home My WebLink AboutResolution No. 83-11 BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF THE COLONY, TEXAS: SECTION 1. That the certain agreement dated ! - 1983, between the State of Texas, and the City of The Colony, for the blanket coverage of various projects covering the installation, construc- tion, existence, use, operation, and maintenance of certain highway traffic signals in the City of The Colony, be, and the same is hereby approved, and ~~ ~z~.~~~~/z/ is hereby authorized to execute said contract ~n behalf of said city and to transmit the same to the State of Texas for appropriate action. SECTION 2. That this Resolution shall take effect immediately upon its passage. LARRy/~. SAMP Ek~, MAYOR ATTEST: J~E/CARROLL, CITY SECRETARY DALLAS. TEXAS 75248 {214) 73 ?,-0800 WHAT IS A HELIPORT? There are several definitions that might apply correctly to define a heliport, the simplest of which would be an area where helicopters can take-off and land. This is a bit of an over simplification, as the area surrounding the pad itself must permit access for helicopters safe approach and departure. Perhaps a better way for the citizen to think of the heli- port is as a new doorway with the rest of the world. I don't have to tell you how bad traffic has become, you know ~t. It is important to have available an alternative. A heliport in The Colony moves you to within 12 minutes, of Love Field and less than that to DFW. These figures are even less for some of the larger, faster helicopters. The heliport can make your life a little less hectic and free some time for you. It allows increased versatility for: ~. he~?o~ts ~ Travel to all public use airports and ~-- ~,. in the Metroplex and elsewhere. 2. Emergency Datient evacuation. o,~at~c~ High priority package pickup and delivery 1 ~ -~ ~'~,. Point of departure for emergency police/fire de- partment emergency operations. 5. Connection with many hotels and Fort Wort?~. This is only a partial list, as it is obvious that it could easily be expanded. We will be glad to help with detailed information on what area is required "dimension wise" to allow a heliport to be built, The main requirement is to understand that the heliport is more than the area required for actual landing or takeoff. There must be sufficient clearance for approaches and departures. This re- quirement is not really difficult to fulfill as every town in this area has numerous locations suitable for a heliport. Approach and departure paths require a 8:1 ratio obstruction height limitation, or, in other words, an object should be no taller than 500 ft. if it is as close as 4000 ft. from the heli- port. C!aarances not on the approach-departure route are not even that restrictive. This is roughly the same as saying you can have no more than a 25-story building within 2000 ft. if it is on the approach ~r departure route. Note: Public-use heliports are for everyone to use without prior approval but may have limitations as to the weight of helicoDters to use the heliport. Private use, of course, restricts the use to the owners and/or authorized users. USAIG Certificate of Ir, , rance This is to certify to whose address is that Aries Management Corporation whose address is 16401 Addison Rd, Dallas, Texas 75248 iS at th~5 date insured wdh one or more member companies ct the Unded States A~rcraf! insurance Group for the L,m;t5 of Coverage stated below at the following locations Descriptive Schedule of Coverages Kind of Insurance Pohc, ".hJmbe,~S) Exp,ra'~or' Darers) L~m,ts of Coverage Each Occurrence 400;L{]-i 3783 3/9/84 Each Person AIRCRAFT LIABILITY Combined Liabddy Coverage for bodily ~nlury and property damage $ 1 0 , 0 0 0 , 0 0 0 . Bodily Injury (excl passengers) $ $ Bodily Injury Io Passengers only Property Damage Med,cat Coverage AIRCRAFT PHYSICAL 400AC-13783 3/9/83 No! ,n Mot,On I'~ 'JOt,O"', Amount of Insurar',ce DAMAGE--ALL RISKS Deduct,bm Deduct,b:e See below $ 250. $ 5% $ See below AIRPORT LIABILITY AL-T-0!64 3/9/84 Each Occurrence Combined Liability Coverage for $ 10 000 000 bodily injury and property damage , , - Hangarkeepers Liability' Deduct,hie Each A,rcraft Each O~urren~ $ $ $ WORKERS' COMP. WC-09101 8447 3/9/84 EMPLOYERS LIABILITY Each Occurrence $100,000. Statutory-State of Texas 81 Bell 206, N22042 Amount of Insurance 5299,000. 81 Bell 206, N2209P S299,000. 80 Bell 206, N5754A $275,000. The Aviation Managers of the USAIG (Un,ted .Slates A~rcrafl Insurance Group) agree that ,n the event of cancelat,on of the pohcy(ies), they endeavor to give the party to whom this Cerhf,cafe is issued _3.0_days advance notice of such cancelation, but the Aviation Managers shall not be liable in any way for fa,lure to give such not,ce UNITED STATES AVIATION UNDERWRITERS, INC., Aviation Managers 5400 L_D_J_~ One/Lincoln Centre, Dallas, TX 75240 address: '"'-'-..~--/~/~, -~ / 6 / ¢3 3 II. EXECUTIVE SUMMARY A. UNIQUE HELICOPTER CAPABILITIES The helicopter has a number of unique capabilities that cannot be duplicated by conventional airplanes. They permit the helicopter to perform other tasks better or more competitively. These capabilities must be under- stood to fully appreciate the reason why the helicopter can carry out many unique tasks. The principal unique capabilities are: Capability: Therefore the Helicopter Can: Vertical takeoff · Land on small surfaces slightly larger than its and landing rotor diameter (e.g.., roof tops, parking lots, boats, wharves, airports.) · Slow to zero · Land on unprepared surfaces (e.g., clearings, parks, ~elocity lawns, mountain tops.) · Hover and hover · Hoist and observe (e.g., sea rescue, fire rescue, taxi police search, medical evacuation.) · Taxi around and over obstructions and traffic on airport (permits separate paths that do not interfere with airplane movements.) Slow Flight and · Fly safer and slower in poor visibility. Small turning radius · Fly smaller patterns in air (e.g., shorter and segregated airport approach patterns, and smaller holding patterns that consume less airspace.) · Steep approaches · Land at locations not accessible to airplanes. and departures · Cargo hoist · Operate as crane. · Provide external lift of cargo of unwieldy size or at difficult locations (e.g., lumber hauling, pipe line laying, wire laying.) · Less sensitivity · Fly smoother in turbulent air. to wind than airplanes · Approach landing sites from any direction (up to about 35 kts). This permits separate helicopter patterns around airports; also flexibility in siting permanent landing areas. · Can use skids, · Land on any relatively smooth and level surface wheels or floats (e.g., on water, unprepared land, ship.) II-1 i. Use of Real Estate An important source of revenue for local communities is real estate taxes. Rotorcraft, which utilize airspace except for small landing pads, remove relatively little real estate from the tax rolls. Ail surface modes of transportation must have roadways, right-of-ways, etc. which reduce the amount of taxes that could be collected from the real estate in a given community. B. NOISE 1. Background The external noise of helicopters has been considered to be one of the most important characteristics influencing where and how helicopters can be used, particularly in urban areas. By nature, the helicopter is a low flying aircraft and as a result, it frequently comes within the audible range of people. Furthermore, the helicopter is the only type of aircraft that can take-off and land in a city environment. Therefore, even if the noise is at a relatively low level, it can take place in close proximity to where people live and work. This creates the paradox that in a number of helicopter applications, the features that make the helicopter uniquely useful, bring the helicopter close to people -- and this closeness accentuates the problems associated with external helicopter noise. Yet, in the end, helicopter noise must be controlled so that it is acceptable to the communities in which it operates. The noise footprint of a helicopter during approach, landing, take- off, and departure is considerably less intense than that of an airplane. The smaller region associated with the helicopter can be attributed to two causes, i.e., the helicopter emits less noise than the airplane, and it can approach and depart its landing area at higher angles. However, the airplane noise footprint is normally associated with an airport which is typically (but not always) at substantial distances from population centers, whereas the helicopter noise foot- print frequently is located within the confines of a community. The helicopter noise, within the footprint region, is comparable to other sounds that are acceptable to the community, if only because of familia- rity. Light trucks and city buses are examples of the helicopter noise equivalent, and these noise events normally occur with great frequency compared to helicopter noise events. (See Figures IV-6 and IV-7) While helicopter noise is considerably less intense than aircraft noise, it has a unique signature that readily identifies its source. The dominant feature of this noise in many helicopters is a pulsating sound called blade slap. This sound is generated by the main rotor, and pulsates rhythmically at the blade passage frequency. The reduction of blade noise has been the subject of considerable study and research, directed at both rotor design and establishing flight profiles that minimize this particular noise. New blade shapes will also tend to reduce these pulsations. Furthermore, since blade slap caused by the strong interaction of the rotor blades with wake vortices is related to flight conditions, helicopter flight procedures and routings that avoid populated areas during approach and departure can be used to substantially reduce the effect of this phenomenon. IV-15 TABLE V-1. BEZICOPT£K AF?LiCATIONS 1. PUBLIC SERVICE 2. PUBLIC T~NSPORTATION a. Law Enforcement a. Scheduled Drug Large Security/Surveillance Medium/Small Search b. Non-scheduled Patrol/Observation Large/Medium Pursui{ Small (Air Taxi) Co~an~ Post/Crowd Control 3. CORPORATE/EXECUTIVE TRTLNSPORTATION Pollution Control a. Part 91 Transport (people) People Cargo/Mail b. Public Safety 4. ENERGY EXPLORATION/PRODUCTION Ambulance a. Offshore Support Fire Rescue/Fighting b. Pipeline Laying Search (lost people) c. Powerline Laying Water Area Patrol d. Aerial Surveys Traffic 5. CONSTRUCTION c. Disaster Warning/Relief/ a. Crane Rescue b. Cargo Flood c. Wire Stringing Frost/Freeze/Snow d. Pole Laying Large Scale Mountain Timber Fires 6. CARGO Shipwreck a. External Lift Other: Hurricane, b. Internal Lift Tornado, Earthquake, Landslide, Avalanche, 7. AGRICULTURE/FORESTRY Drought, Volcano a. Spraying b. Seeding d. Search & Rescue c. Logging Mountain d. Surveys Ocean Aircraft Accidents 8. OTHER BUSINESS/COMMERCIAL a. Bank Record Transfer e. Wildlife Management b. TV Reporting Animals/Fish c. Photography d. A~dvertising f. Environmental Surveys e. Real Estate Evaluation Fish/Oil/Dams f. Sight Seeing g. Mapping g. Environmental Transport Poles/Wires/Pipe/ 9. FLIGHT TRAINING Construction Transport (people) 10. PERSONAL USE V-3 TABLE V-2. PROMISING HELICOPTER SCENARIOS 1. PUBLIC SERVICE a. Law Enforcement Search b. Public Safety: Ambulance c. Public Safety: Fire R~scue d. Disaster Aid: Flood e. Disaster Aid: Snow Storm f. Disaster Aid: Large Scale Mountain Timber Fire g. Search and Rescue: Mountain Area 2. PUBLIC TRANSPORTATION h. Large Helicopters - Scheduled: To and From CBD's i. Medium Helicopters - Scheduled: Intra CBD j. Medium Helicopters - Scheduled: To and From CBD's k. Medium Helicopters - Scheduled: To and From Airports 1. Large Helicopters - Unscheduled: To and From CBD's m. Small Helicopters - Air Taxi: Topographically Constrained Area 3. CORPORATE/EXECUTIVE n. M~dium Helicopters: To and From CBD's o. Medium Helicopters: To and From Suburbs p. Mmdium Helicopters: To and From Airports 4. ENERGY EXPLORATION/PRODUCTION q. Offshore Oil Rig Support r. Powerline Laying: Remote Area 5. CONSTRUCTION s. Crane: Intra CBD t. Pole Laying: Suburbs 6. CARGO u. External Lift: Ocean Area 7. AGRICULTURE/FORESTRY v. Grain Spraying: Rural Area w. Logging: Remote Area 8. OTHER BUSINESS/COMMERCIAL x. TV Reporting: Intra CBD y. Photography: Small Community 9. FLIGHT TRAINING 10. PERSONAL USE V-5 thousands of lives were saved by getting patients under hospital care within minutes instead of hours. Because of helicopters, the time before surgery was reduced from nine hours in World War II to about one hour in Vietnam with a 5 to 1 reduction in fatalities. Today, over 350 U.S. hospitals are equipped with helipads for receiving helicopters used in emergency medical services. Such helicopters pick up patients at accident sites and other locations for rapid evacuation to an appropriate hospital. The ability of the helicopter to avoid traffic congestion and terrain problems, while providing a very smooth ride, makes it an ideal ambulance. The capability to greatly reduce transit times makes it possible for hospitals to specialize in such fields as cardiology, burns, trauma, etc., as the various hospitals within a region may then be only minutes apart and the patient can safely be transported to the hospital equipped for the most appropriate specialized care. It has been estimated that trauma kills 115,000 people per year, with associated costs to society of $41.5 billion annually. Helicopter technology can reduce response time by as much as 80% and reduce mortality by 50%. As a means of further exploring new requirements and new helicopter designs in the field of emergency medical service (EMS), several symposiums have addressed these questions in the recent past. In October 1981, NASA conducted an EMS seminar in Washington, D.C. In July 1980, another NASA sponsored seminar was conducted on the range of public service applications of helicopters including EMS. Finally, an Advanced Technology Workshop, jointly sponsored by NASA and the Helicopter Association International (HA1) was held in Palo Alto, California in December 1980. V-6 (2) Scenario: Helicopter Ambulance A city hospital with ambulance service is 15 miles from a serious car accident. The accident is 30 miles from the desired location to take the accident victims -- a shock trauma unit. The criteria considered important in this scenario were: · Response time to scene of accident · Transit time to trauma unit · Life support capability in vehicle · Service reliability of vehicle · Cost The alternative forms of transportation considered were: · Ambulance · Helicopter ambulance · Car at scene of accident A variation in the scenario was made that placed the trauma unit 80 miles from the scene of the accident. The measure of performance of these alternatives is reflected in the chart below. Helicopter ~~bul~nce Car 30 mi Distance 80 mi In general, the analysis of this scenario indicated the following: · The helicopter is the highest cost option. However, the total time to the accident scene and then to the shock trauma unit is sub- stantially faster. Also, the helicopter has the capability to carry full life support equipment. As the distance to the shock trauma unit increases, the time advantage of the helicopter also increases. ¥-7 AEROSPATIALE HELICOPTER CORPORATION (Category 4: Reference Table IV-I, Page IV-3) MODEL: SA 365N DAUPHIN 2 PRICE: (1981) $1,760,000 EQUIPMENT LIST: STANDARD COST PER HOUR: (1200 FLIGHT HOURS PER YEAR) FIXED OPER3%TING COST: 294.42 (60,000/yr pilot & co-pilot (See Cogent, Page B-l) (119,100=6%/yr. on 1.985M (174,107 Dep/yr for 7 years MAINTENANCE AND SPARES: 246.33 $1.61/gal 154.95 CONSUMABLES COST: 95 gasl/hr +2.00 for oil TOTAL HOURLY COST: 695.70 FUEL EFFICIENCY: BASED ON A CRUISING SPEED OF 182 MPH STAGE LENGTH: 50 ME 100 MI 200 MI 400 MI PAX. SEAT MI~GAL., 16.3 16.3 16.3 12.7 PASSENGER COMFORT: 22.07 .Cu. FT. PER PASSENGER IN AFT CABIN 13 32m 43 7ft 10 98nn 36 02 ft MODEL SA 3~ Engines: Two Turbomeca Arrie~ DAUPHIN 2 SHP per Max Gross Useful Range External Max Engine Weight {lbs) Load (lbs) N.M. Load (lbs) Speed (kts) 670 74,95 3354 245 3000 170 NOTES: Twin-engine version with 14 seats. Essentially similar to SA 360C in external appearance but with better performance in several categories. Skid gear optional. B-2 Bell Helicopter T~XTRON (Category 2: Reference Table IV-l, Page IV-3) MODEL: 206B lgB1 Prices - Base Price: $295,000. Equipt. List: High Skid Gear Engine Particle Separator Deluxe Vinyl Interior Rotor Brake Kit Soundproofing Kit ADF - King KR-87 with Antenna Heavy Duty Battery Audio Switch Panel - Collins Dual Controls VHF Transceiver/VOR Flight Instrument Group OMNI/LOC Indicator Heater Transponder Litter Kit Equipped Price: $ 355,000. Per hour costs based on 1,200 flight hours per year: Fixed operating costs (incl. crew, insurance, depreciation) $ 74. Maintenance and spares cost 52. Consumables cost (fuel and oil) 40. Total Hourly Cost: $ 166./Hr. Productivity: 5 working days/week, 100 flight hours/month = ~..6 Hr./DaZ Cost/Pax Seat Mite = $.30/Pax Seat Mile Fuel Efficiency: Based on cruise speed of 138 mph {120 kts). Includes fuel for warmup and takeoff. Includes time and fuel to climb to 1,500 ft. cruise altitude and descend to land. 50 mi. 100 mi. 200 mi. Pax Seat Mi/Gal. 17.6 18.7 lg.4 g 1.50/Gal. - S/Pax Seat Mi. .085 .080 .077 Passenger Comfort: 13.3 cu. ft. per passenger in aft cabin. MODEL 206B Engine: Allison 250-C20B JETRANGER-II SHP per Max Gross Useful Range External Max Engine Weight (lbs) Load {lbs) N.M. Load (lbs) Speed (kts) 420 3200 1620 297 1500 122 NOTES: Model 206A is Army OH-58A, 206B has uprated engine but is fiat rated to transmission limit of 317 shp. 206B is a five-place aircraft and is the most popular light turbine helicopter in the world. B-6 ~__ III ~ I i1~ ] I i u ' , il ,i.,.. i SIKORSKY AIRC~%FT (Category 5: Reference Table IV-I, Page IV-3) MODEL: S- 76 Base Price: (December 1980) $1,676,000. Equipment List: Airframe Electrical Fully Retractable Landing Gear, Main and Nose Wheel lype lwo 200-Ampere B.C. Starter Generators Four Hinged Cabin Doors 17-Ampere Hour Nickel-C~dmiue Bat~ 38-Cubic Foot (1.08 cu.m.) Baggage Compartment Position Lights Cockpit and Cabin Engine Bleed Air Heating System Anti-Collision Light (Strobe-Type) Windshield Defogging System Fixed Landing Light Dual Windshield Wipers and Washers Interior Cockpit Cabin and Instr~nt Ligflts Pilot and Co-Pilot's Seats with Shoulde. r Harnesses O.C. External Pou~r Receptacle Twelve-Passenger Seats with Belts B~ttery-Operated Self-Contained Cabin Emergency Light Soundproofing and Upholstered Interior Removable Carpeting lnstrum~nts "Fasten Seat Belt" and "No ~kingu Signs One First Aid Kit Airspeed Indicator Two Hand-HelU Fire Extinguishers Triple T&chometer Map Case Dual Torquemeter Ash lrays for Pilots and Passengers Vertical Speed Indicator Jacking Pads {3) Clock Bar--trio Altimeter Powerplant Self-Contained Attitude Gyro Indicator Self-Contained Heading Gyro Indic&tot 281-Ga!Ion (1064 1.) Fuel Capacity in Two Tanks Engine Fire Detection and Extinguishing Systems Self-Contained Turn and Slip Indicator Engine Inlet Icing Protection Magnetic Compass Gravity Fueling Fillers for Each lank Outside Air le~ermture Pitot Static System Low Level Fuel Warning System Gas Generator Tachometer Power lurbine Inlet lem~erature (2) Rotor and Controls Fuel Pressure (2) Single Pilot Controls Engine Oil Temperature & Pressure (2) Co-Pilot' s Flight Control Provisions Malain Transmission Oil Te~m~erature & P~ssure Space and Structural Provisions for S.A.S. or A.F.C.S. Hydraulic Pressure (2) Two Independent Servo Flight Control Systems Fuel Ouantity (2) Blade Flap Restrainers Caution/Advisory System Bifilar Vibration Absorbers Master Warning System Landing Gear Warning System Avionics Single VHF Collins VWF-20A Transceiver Intercom, Andrea, A301-61A SPIRIT Engines: Two Allison 250-C30 MODEL S-7~ SHP per Max Gross Useful Range External Max Engine Weight (lbs) Lo~:I (~s) NiM. Load (Ib~) Speed (kts) 65O 10,000 4727 4O4 40OO 156 NOTES: Executive transport and offshore support aircraft for up to 13 passengers ~d one crew in VFR configuration or 12 and 2 in IFR configuration. The S-76 is Sikorsky's first purely civil helicopter venture. Considerable S-70 technology is included in the S-76 design. B-13