There seems to be a preconceived notion amongst an element of urban society that a heliport in its midst can contribute nothing worthwhile to it. The uneducated conjure fears of noise, added road congestion and hazard to both person and property. The prejudiced choose to think in terms of pandering to the privileged. In reality the effect of a heliport upon its urban environment, once the dust of cautious suspicion has settled, is likely to be unnoticeable by all but a very few persons. Noise levels need not be onerous, demands on roads and real estate are likely to be minimal whilst safety may remain fundamentally inviolate.

Activities in the broadcast of television by satellite have been accelerating rapidly during 1980 and 1981 creating a good environment for the development of successful DBS systems. These include the development of a competitive satellite manufacturing industry, competition in launch facilities, development of a mass-produced direct receiver industry, expanded television programme production and an expanding market for new television services.

Most of the new services and facilities which, we are told, are going to provide us with new images on the TV screen in the next decade, are led by technology rather than by any established need by the viewer or consumer.

In looking at the commercial viability of DBS services it is necessary to consider how the viewer is likely to react, not only with regard to acquiring receiver equipment but also the extent to which he is going to use it.

A heliport criteria exclusively for major metropolitan heliports was developed by the International Air Transport Association (IATA) as far back as 1955 and was developed to provide guidance to the helicopter operator and to those concerned with the planning, construction and regulation and operation of heliports. It is interesting to note that although at that time there had been no operating experience with either turbine powered helicopters or multi-engined helicopters this criteria has remained in broad outlines very similar over the years. It is however, sad to relate that some 27 years after this IATA criteria was drafted we still do not have a full IFR Metropolitan heliport as then envisaged. I hope to examine some of the reasons for this and to review the current prospects and requirements for a full IFR heliport.