World Trade Center records folder, 2001

NYC 9/11 Public Portal Document

Page 3 - ERHC 9/26/01

ERHC members are subject to the effects of the Enhanced Class B Airspace restrictions, as well as the 25 NM restricted airspace zones placed around New York and Washington. We understand that these restrictions also effect other segments of General Aviation as well. However even in anticipation of these restrictions being modified or lifted, we will still not have access to the very core of our operating system, namely the three New York City Heliports located in Manhattan.

This is due to the 3 NM restricted airspace zone around the World Trade Center site. The current notification for this zone prohibits all aircraft except relief aircraft. Unfortunately this zone also includes the 3 New York City Heliports. Ironically the East 34 Street heliport is 2.8 NM from the World Trade Center site, and the West 30th Street heliport is 2.9 NM miles from the World Trade Center site, with portions of the north ramp just on the edge of the limits of the 3 NM arc.

I would like to note what I believe are very important issues relating to this 3 NM restricted area. I fully understand the necessity of establishing a 3 NM restricted area around the location of aircraft accidents, natural disasters, and situations similar to the WTC attacks. Such restricted areas are necessary and expected, to provide unobstructed access to the area for relief aircraft. Such restricted areas also prevent overflights by the curious, or traffic that would normally transit the area. However these restrictions lose their purpose as time passes, and the relief activity is eliminated. In the case of the WTC site, the relief aircraft have, for all practical purposes, left the area, and support aircraft activity has virtually been eliminated. The only activity associated with the event, is now occurring on the ground at the WTC site. In as much as the need for the 3 NM restricted area no longer exists, I question the necessity of maintaining it. I am also not sure that the agencies that are maintaining this zone, realize that it's only remaining effect, has been to eliminate access to the three (3) New York City heliports, and the grounding of an industry segment. Although we would like to see this restriction lifted, or in the alternative reduced to 2.5 NM, we have offered a solution to this problem, which assumes it will remain in place, for some as yet undetermined time.

As noted previously these heliports normally have an average usage of over 100,000 operations a year. In the days immediately following the WTC attacks they remained open and experienced high levels of operations serving the needs of the relief and security aircraft. However, as I noted, as the rescue, relief and security activities have wound down, the ramps at the heliports have remained virtually empty, with no activity to speak of for almost a week, since no commercial or general aviation helicopters can access them. Also important to note is that FBO's have maintained staff; and continue to incur operating expenses, so the facilities remain open and available, even though they have had no incoming revenue. This is due in large part to the fact that government and relief aircraft are normally exempt from heliport charges, and they are the only aircraft who have been allowed to use the heliports since September 11, 2001.

This continued lack of access to the N.Y.C. heliports is having the previously noted direct economic impact on the helicopter and heliport operators, as well as their customers. The lack of timely access to the Manhattan heliports has dramatically inhibited the business community's effort to recover from the tragic events, and hindered their return to normal operations.

NYC-WTC 000136536