4-3-17. VFR Helicopter Operations at Controlled Airports

1. General.
   1. The following ATC procedures and phraseologies recognize the unique capabilities of helicopters and were developed to improve service to all users. Helicopter design characteristics and user needs often require operations from movement areas and nonmovement areas within the airport boundary. In order for ATC to properly apply these procedures, it is essential that pilots familiarize themselves with the local operations and make it known to controllers when additional instructions are necessary.
   2. Insofar as possible, helicopter operations will be instructed to avoid the flow of fixed-wing aircraft to minimize overall delays; however, there will be many situations where faster/larger helicopters may be integrated with fixed-wing aircraft for the benefit of all concerned. Examples would include IFR flights, avoidance of noise sensitive areas, or use of runways/taxiways to minimize the hazardous effects of rotor downwash in congested areas.
   3. Because helicopter pilots are intimately familiar with the effects of rotor downwash, they are best qualified to determine if a given operation can be conducted safely. Accordingly, the pilot has the final authority with respect to the specific airspeed/altitude combinations. ATC clearances are in no way intended to place the helicopter in a hazardous position. It is expected that pilots will advise ATC if a specific clearance will cause undue hazards to persons or property.
2. Controllers normally limit ATC ground service and instruction to movement areas; therefore, operations from nonmovement areas are conducted at pilot discretion and should be based on local policies, procedures, or letters of agreement. In order to maximize the flexibility of helicopter operations, it is necessary to rely heavily on sound pilot judgment. For example, hazards such as debris, obstructions, vehicles, or personnel must be recognized by the pilot, and action should be taken as necessary to avoid such hazards. Taxi, hover taxi, and air taxi operations are considered to be ground movements. Helicopters conducting such operations are expected to adhere to the same conditions, requirements, and practices as apply to other ground taxiing and ATC procedures in the AIM.
   1. The phraseology taxi is used when it is intended or expected that the helicopter will taxi on the airport surface, either via taxiways or other prescribed routes. Taxi is used primarily for helicopters equipped with wheels or in response to a pilot request. Preference should be given to this procedure whenever it is necessary to minimize effects of rotor downwash.
   2. Pilots may request a hover taxi when slow forward movement is desired or when it may be appropriate to move very short distances. Pilots should avoid this procedure if rotor downwash is likely to cause damage to parked aircraft or if blowing dust/snow could obscure visibility. If it is necessary to operate above 25 feet AGL when hover taxiing, the pilot should initiate a request to ATC.
   3. Air taxi is the preferred method for helicopter ground movements on airports provided ground operations and conditions permit. Unless otherwise requested or instructed, pilots are expected to remain below 100 feet AGL. However, if a higher than normal airspeed or altitude is desired, the request should be made prior to lift-off. The pilot is solely responsible for selecting a safe airspeed for the altitude/operation being conducted. Use of air taxi enables the pilot to proceed at an optimum airspeed/altitude, minimize downwash effect, conserve fuel, and expedite movement from one point to another. Helicopters should avoid overflight of other aircraft, vehicles, and personnel during air-taxi operations. Caution must be exercised concerning active runways and pilots must be certain that air taxi instructions are understood. Special precautions may be necessary at unfamiliar airports or airports with multiple/intersecting active runways. The taxi procedures given in paragraph 4-3-18, Taxiing, paragraph 4-3-19, Taxi During Low Visibility, and paragraph 4-3-21, Exiting the Runway After Landing, also apply.
3. Takeoff and Landing Procedures.
   1. Helicopter operations may be conducted from a runway, taxiway, portion of a landing strip, or any clear area which could be used as a landing site such as the scene of an accident, a construction site, or the roof of a building. The terms used to describe designated areas from which helicopters operate are: movement area, landing/takeoff area, apron/ramp, heliport and helipad (See Pilot/Controller Glossary). These areas may be improved or unimproved and may be separate from or located on an airport/heliport. ATC will issue takeoff clearances from movement areas other than active runways, or in diverse directions from active runways, with additional instructions as necessary. Whenever possible, takeoff clearance will be issued in lieu of extended hover/air taxi operations. Phraseology will be “CLEARED FOR TAKEOFF FROM (taxiway, helipad, runway number, etc.), MAKE RIGHT/ LEFT TURN FOR (direction, heading, NAVAID radial) DEPARTURE/DEPARTURE ROUTE (number, name, etc.).” Unless requested by the pilot, downwind takeoffs will not be issued if the tailwind exceeds 5 knots.
   2. Pilots should be alert to wind information as well as to wind indications in the vicinity of the helicopter. ATC should be advised of the intended method of departing. A pilot request to takeoff in a given direction indicates that the pilot is willing to accept the wind condition and controllers will honor the request if traffic permits. Departure points could be a significant distance from the control tower and it may be difficult or impossible for the controller to determine the helicopter's relative position to the wind.
   3. If takeoff is requested from nonmovement areas, an area not authorized for helicopter use, an area not visible from the tower, an unlighted area at night, or an area off the airport, the phraseology “DEPARTURE FROM (requested location) WILL BE AT YOUR OWN RISK (additional instructions, as necessary). USE CAUTION (if applicable)." The pilot is responsible for operating in a safe manner and should exercise due caution.
   4. Similar phraseology is used for helicopter landing operations. Every effort will be made to permit helicopters to proceed direct and land as near as possible to their final destination on the airport. Traffic density, the need for detailed taxiing instructions, frequency congestion, or other factors may affect the extent to which service can be expedited. As with ground movement operations, a high degree of pilot/controller cooperation and communication is necessary to achieve safe and efficient operations.

4-3-18. Taxiing

1. General. Approval must be obtained prior to moving an aircraft or vehicle onto the movement area during the hours an Airport Traffic Control Tower is in operation.
   1. Always state your position on the airport when calling the tower for taxi instructions.
   2. The movement area is normally described in local bulletins issued by the airport manager or control tower. These bulletins may be found in FSSs, fixed base operators offices, air carrier offices, and operations offices.
   3. The control tower also issues bulletins describing areas where they cannot provide ATC service due to nonvisibility or other reasons.
   4. A clearance must be obtained prior to taxiing on a runway, taking off, or landing during the hours an Airport Traffic Control Tower is in operation.
   5. A clearance must be obtained prior to crossing any runway. ATC will issue an explicit clearance for all runway crossings.
   6. When assigned a takeoff runway, ATC will first specify the runway, issue taxi instructions, and state any hold short instructions or runway crossing clearances if the taxi route will cross a runway. This does not authorize the aircraft to “enter” or “cross” the assigned departure runway at any point. In order to preclude misunderstandings in radio communications, ATC will not use the word “cleared” in conjunction with authorization for aircraft to taxi.
   7. When issuing taxi instructions to any point other than an assigned takeoff runway, ATC will specify the point to taxi to, issue taxi instructions, and state any hold short instructions or runway crossing clearances if the taxi route will cross a runway.
   8. If a pilot is expected to hold short of a runway approach/departure (Runway XX APPCH/Runway XX DEP) hold area or ILS holding position (see FIG 2-3-15, Taxiways Located in Runway Approach Area), ATC will issue instructions.
   9. When taxi instructions are received from the controller, pilots should always read back:
      1. The runway assignment.
      2. Any clearance to enter a specific runway.
      3. Any instruction to hold short of a specific runway or line up and wait.
   10. Controllers are required to request a readback of runway hold short assignment when it is not received from the pilot/vehicle.
2. ATC clearances or instructions pertaining to taxiing are predicated on known traffic and known physical airport conditions. Therefore, it is important that pilots clearly understand the clearance or instruction. Although an ATC clearance is issued for taxiing purposes, when operating in accordance with the CFRs, it is the responsibility of the pilot to avoid collision with other aircraft. Since “the pilot-in-command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft” the pilot should obtain clarification of any clearance or instruction which is not understood.
   1. Good operating practice dictates that pilots acknowledge all runway crossing, hold short, or takeoff clearances unless there is some misunderstanding, at which time the pilot should query the controller until the clearance is understood.
   2. Pilots operating a single pilot aircraft should monitor only assigned ATC communications after being cleared onto the active runway for departure. Single pilot aircraft should not monitor other than ATC communications until flight from Class B, Class C, or Class D surface area is completed. This same procedure should be practiced from after receipt of the clearance for landing until the landing and taxi activities are complete. Proper effective scanning for other aircraft, surface vehicles, or other objects should be continuously exercised in all cases.
   3. If the pilot is unfamiliar with the airport or for any reason confusion exists as to the correct taxi routing, a request may be made for progressive taxi instructions which include step-by-step routing directions. Progressive instructions may also be issued if the controller deems it necessary due to traffic or field conditions (for example, construction or closed taxiways).
3. At those airports where the U.S. Government operates the control tower and ATC has authorized noncompliance with the requirement for two-way radio communications while operating within the Class B, Class C, or Class D surface area, or at those airports where the U.S. Government does not operate the control tower and radio communications cannot be established, pilots must obtain a clearance by visual light signal prior to taxiing on a runway and prior to takeoff and landing.
4. The following phraseologies and procedures are used in radiotelephone communications with aeronautical ground stations.
   1. Request for taxi instructions prior to departure.State your aircraft identification, location, type of operation planned (VFR or IFR), and the point of first intended landing.
   2. Receipt of ATC clearance. ARTCC clearances are relayed to pilots by airport traffic controllers in the following manner.
   3. Request for taxi instructions after landing. State your aircraft identification, location, and that you request taxi instructions.
5. During ground operations, jet blast, prop wash, and rotor wash can cause damage and upsets if encountered at close range. Pilots should consider the effects of jet blast, prop wash, and rotor wash on aircraft, vehicles, and maintenance equipment during ground operations.

4-3-19. Taxi During Low Visibility

1. Pilots and aircraft operators should be constantly aware that during certain low visibility conditions the movement of aircraft and vehicles on airports may not be visible to the tower controller. This may prevent visual confirmation of an aircraft's adherence to taxi instructions.
2. Of vital importance is the need for pilots to notify the controller when difficulties are encountered or at the first indication of becoming disoriented. Pilots should proceed with extreme caution when taxiing toward the sun. When vision difficulties are encountered pilots should immediately inform the controller.
3. Advisory Circular 120-57, Low Visibility Operations Surface Movement Guidance and Control System, commonly known as LVOSMGCS (pronounced “LVO SMIGS”) describes an adequate example of a low visibility taxi plan for any airport which has takeoff or landing operations in less than 1,200 feet runway visual range (RVR) visibility conditions. These plans, which affect aircrew and vehicle operators, may incorporate additional lighting, markings, and procedures to control airport surface traffic. They will be addressed at two levels; operations less than 1,200 feet RVR to 500 feet RVR and operations less than 500 feet RVR.
4. When low visibility conditions exist, pilots should focus their entire attention on the safe operation of the aircraft while it is moving. Checklists and nonessential communication should be withheld until the aircraft is stopped and the brakes set.

4-3-20. Standard Taxi Routes

1. Standard Taxi Routes (STRs) provide a standard, predictable taxi route from an origination point to a termination point on the airport movement area. The use of STRs helps reduce frequency congestion and streamline taxi procedures. STRs may be available at certain airports. Absent an STR Letter of Agreement (LOA), issuance of an STR will be at the request of the pilot and discretion of ATC. STRs used under an LOA are issued by ATC and are not required to be requested by the pilot.
2. STRs are available via two methods, (LOA) or publicly-available via the Domestic Notices website: https://www.faa.gov/air_traffic/publications/domesticnotices/.
3. An LOA for STRs will be revised for updates and changes, including cancellation on an as-needed basis with the operator. It is the responsibility of the operator to distribute changes to their flight crews.
4. An STR may be requested by a pilot or assigned at the discretion of ATC to the pilot of an operator with an LOA STR. It is the responsibility of the pilot to request a full taxi clearance if not fully familiar with the STR.
5. A Letter to Airmen (LTA) will be issued by airport traffic control towers to announce availability, updates, cancelation, or changes of publicly-available STRs with appropriate updates to the Domestic Notices website. An LTA may include an airport diagram. The airport diagram will be labeled “not for navigation” and is not an acceptable substitute for the most up-to-date airport diagrams. LTAs are available via the FAA NOTAM Search website: https://notams.aim.faa.gov/notamSearch/.
6. Pilots request publicly-available STRs by stating the desired STR name (e.g., ATC facility, flight or aircraft identification, location, request STR name). By requesting an STR, a pilot acknowledges full familiarity with the STR. The issuance of a pilot-requested STR is at the discretion of ATC.
7. STRs contain the same characteristics and responsibilities:
   1. Pilots should not request, and ATC may not issue STR instructions during low visibility Surface Movement Guidance and Control System (SMGCS) operations.
   2. It is the pilot's responsibility to maintain familiarity and awareness of the most current versions of STRs, as well as airport diagrams and charts prior to accepting an STR assignment.
   3. If a pilot is unsure about the assigned STR procedure, the pilot is encouraged to either seek clarification from ATC or decline the STR assignment.
   4. Pilots who become disoriented during taxi should advise ATC immediately and request detailed taxi instructions or other assistance.
   5. An STR instruction does not constitute nor imply a clearance to cross a runway.
   6. Unless otherwise stated by ATC, the issuance of an STR does not give an aircraft the right of way over another taxiing aircraft.
   7. Unless otherwise instructed by ATC, originating from, and terminating to a non-movement area as part of an STR is at the discretion of the pilot in coordination with ramp control, if required.
   8. If ATC instructs the pilot to deviate from an STR, ATC must issue detailed taxi instructions for the remainder of the taxi.
   9. Pilots are urged to exercise caution when accepting STR assignments, especially when STRs are used or available at more than one airport in the same terminal area.
8. ATC may cancel, amend, or revise an STR as necessary. Any updates to publicly-available STRs will be communicated via LTA with appropriate updates to the Domestic Notices website.

4-3-21. Exiting the Runway After Landing

The following procedures must be followed after landing and reaching taxi speed.

1. Exit the runway without delay at the first available taxiway or on a taxiway as instructed by ATC. Pilots must not exit the landing runway onto another runway unless authorized by ATC. At airports with an operating control tower, pilots should not stop or reverse course on the runway without first obtaining ATC approval.
2. Taxi clear of the runway unless otherwise directed by ATC. An aircraft is considered clear of the runway when all parts of the aircraft are past the runway edge and there are no restrictions to its continued movement beyond the runway holding position markings. In the absence of ATC instructions, the pilot is expected to taxi clear of the landing runway by taxiing beyond the runway holding position markings associated with the landing runway, even if that requires the aircraft to protrude into or cross another taxiway or ramp area. Once all parts of the aircraft have crossed the runway holding position markings, the pilot must hold unless further instructions have been issued by ATC.
3. Immediately change to ground control frequency when advised by the tower and obtain a taxi clearance.