ATL93FA061

The CE-152, N5532Q, was on final approach for a touch-and-go on rwy 9. The R22B, N621SG, was executing a practice ILS instrument approach to rwy 8, had been cleared for a low approach, and had been given an advisory as to the CE-152'S location & intention to which the pilot responded 'sierra golf'. Witnesses stated that the R22B appeared to be executing a climbing left turn just past the approach end of rwy 8, then overtook and collided with the CE-152. The airman's information manual advises 'unless otherwise authorized by ATC, the low approach should be made straight ahead, with no turns or climb made until the pilot has made a thorough visual check for other aircraft in the area.'

History of flight

On February 19, 1993, at about 1057 eastern standard time, a Robinson R22B, N621SG, and a Cessna 152, N5532Q, were destroyed following a midair collision over the Fulton County Airport in Atlanta,Georgia. Both aircraft were destroyed in the collision, and the four crew members on board the two aircraft were fatally injured. The Robinson R22B was being operated under 14 CFR Part 91 by Prestige Helicopters, Incorporated of Lawrenceville, Georgia, and the Cessna 152 was being operated under 14 CFR Part 91 by Peachtree Dekalb Flight Academy, Incorporated of Chamblee, Georgia. Visual meteorological conditions existed at the time, and no flight plan had been filed by either aircraft for the local training flights. Both aircraft departed Peachtree Dekalb Airport at about 1000.

The Robinson R22B helicopter departed Peachtree DeKalb Airport at about 1000 for the purpose of conducting a helicopter instrument rating practical examination. At 1032:30 the pilot of the helicopter, N621SG, contacted the Atlanta Approach Control and advised the controller that the aircraft was being used for the purpose of conducting an instrument check ride, and requested a Very High Frequency Omnirange (VOR) approach to Runway 26 at the Fulton County Airport. The pilot requested that this approach be followed by a missed approach, and then proceed to the Initial Approach Fix (IAF) for a holding turn and an Instrument Landing System (ILS) approach to Runway 8 at the Fulton County Airport, and then to be followed by an Automatic Direction Finder (ADF) approach to Runway 8.

At 1033:41 Atlanta Approach Control contacted the Fulton County Airport Control Tower and advised the tower personnel that the helicopter intended to execute a VOR approach to Runway 26. The Approach Control Personnel did not advise the Tower that the Helicopter was conducting an instrument check ride. The Fulton County Tower approved the request and Approach Control Cleared the helicopter for the approach. At 1036:10 the pilot of the helicopter contacted the Fulton County Tower and the tower advised the helicopter that it appeared to be about one half mile north of course. At 1038:23 the control tower cleared the helicopter for the low approach, and again advised that the helicopter was north of course. The pilot advised that they were following the instrument indications in the cockpit and requested a missed approach to the IAF for the ILS. The tower cleared the helicopter for a missed approach direct to the IAF. At 1042:37 the pilot of the helicopter contacted Atlanta Approach, advised that he was executing the missed approach, and was cleared to execute one turn in the holding pattern and then to execute the ILS approach to Runway 8. At 1054:51 the helicopter was advised to again contact the Tower.

At 1055:03 the pilot of the helicopter contacted the Fulton County Airport Air Traffic Control Tower, and was cleared as number two for the approach following a Piper Seminole, which was pointed out to the helicopter. At 1055:20 the pilot of the helicopter stated "Okay we got the Seminole in sight six two one sierra golf we'll be low approach back around for the NDB." The tower personnel responded "Helicopter one sierra golf roger number two runway eight cleared low approach." At 1056:51 Fulton County Tower advised the helicopter "Helicopter one sierra golf Cessna ahead and to your left touch and go runway niner." The pilot of the helicopter responded "Sierra Golf". At 1057:40 the pilot of a twin Cessna N3417G asked the tower what the explosion over the field was, and the tower responded "a helicopter and a cessna".

The Cessna 152, N5532Q departed Peachtree Dekalb Airport at about 1000 for the purpose of flight instruction. At 1046:46 the pilot of N5532Q contacted the Fulton County Air Traffic Control Tower and requested landing instructions for Runway 9 at the Fulton County Airport. The Tower instructed N5532Q to report left downwind for landing Runway 9.

At 1051:52 N5532Q reported left downwind for landing Runway 9. The tower cleared N5532Q for touch and go landing on Runway 9 and advised the pilot of King Air traffic three and one half miles west of the field landing on Runway 8. At 1055:47 the Tower again cleared N5532Q for touch and go landing on Runway 9. No further conversations were made with N5532Q. During the approach to the airport and landing approach of N5532Q, the Tower pointed out numerous traffic to the pilot of N5532Q, however, the Tower did not point out the helicopter, N621SG, to the pilot of N5532Q.

Witnesses stated that at the time of the mid air collision, the Cessna N5532Q was apparently descending on final approach for Runway 9, and it appeared that the helicopter, N621SG, was executing a climbing left turn just past the approach end of Runway 8. The witnesses stated that the helicopter appeared to overtake the Cessna.

Personnel information

Mr. Ronald M. Lorber, the pilot in command of the Robinson R22B, N621SG, was a commercial pilot with airplane single engine land, helicopter, and instrument airplane ratings. Mr. Lorber was taking the practical examination for a helicopter instrument rating at the time of the accident. Normal procedure during this examination would have been for Mr. Lorber to have been wearing a vision restricting device for this flight, which would limit his ability to see outside the aircraft cockpit. During the ILS approach, Mr. Lorber's attention would be entirely focussed on the aircraft instrument panel.

Mr. Richard Hull, the examiner/observer of the Robinson R22B, N621SG, was an airline transport pilot with airplane single engine, airplane multiengine, helicopter, and airplane and helicopter instrument ratings. Mr. Hull also held a flight instructor's certificate with airplane single engine, airplane multiengine, helicopter, and airplane and helicopter instrument ratings. Mr. Hull's duties during the helicopter instrument practical examination would be to evaluate Mr. Lorber in accordance with the Federal Aviation Administration Practical Test Standards, and to act as an observer during the flight. During an ILS approach, the examiner's attention would be divided between the instrument panel, and outside of the aircraft to observe other traffic in the area. During an ILS approach, as the flight approaches the decision height (DH), the movement of the localizer and glideslope needles becomes more rapid. The examiner must devote more and more of his attention to the instrument readings in the cockpit in order to insure that the applicant is using proper control inputs to maintain course and altitude. During an examination, the examiner must allow the applicant to initiate an improper procedure in order to properly evaluate the applicant, unless a hazardous situation intervenes.

Mr. William Meagher III, the flight instructor/pilot in command of the Cessna 152, N5532Q was a commercial pilot with airplane single engine land, airplane multiengine land, and instrument airplane ratings. He also held a flight instructor certificate with airplane single engine, airplane multiengine, and instrument airplane ratings. As a flight instructor of a student pilot, Mr. Meagher's responsibilities would include teaching his student techniques and procedures used in order to obtain a private pilot's certificate. This would include the practice of insuring clearance from other aircraft during flight. A normal practice during traffic pattern operations would be for the pilot to check the final approach path, prior to turning from base to final, and insure that no other aircraft were on final for the same runway.

Mr. Dan Dunn, the student pilot of the Cessna 152, N5532Q held a student pilot certificate with no ratings.

Additional pilot information may be obtained in this report under the sections titled First Pilot Information, and in Supplement E.

Aircraft information

The Robinson R22B, N621SG, while not certified f