LAX94FA383

A test helicopter (Mcdonnell Douglas AH-64D, with 1 VHF radio) and a chase helicopter (Mcdonnell Douglas 520N, with 2 VHF radios) were on a night VFR flight from chandler, AZ, to the Mcdonnell Douglas heliport at Mesa, AZ. The mission of the chase crew (chase) was to surveil the area for the test crew (lead) and to provide information concerning other air traffic or hazards. The destination heliport was located just north of falcon field. During arrival, lead notified chase of a VHF frequency change to the falcon field tower (ATCT) frequency. Chase acknowledged; this was the last known transmission from chase. Lead then changed to the heliport's 'apache ramp control' frequency. The ground control radio operator, monitoring the frequency, cleared the helicopter(s) to land on runway 22 at the heliport. Soon thereafter, the chase helicopter collided with the lead helicopter. During the midair collision, the main rotor blades of chase struck the left wing and wing stores of lead. Lead continued to a safe landing, but the main rotor separated from the chase helicopter, and it crashed. An investigation revealed the chase helicopter had converged on the lead helicopter from the left rear quadrant. An expletive of an unknown source was transmitted on the ATCT frequency at about the time of the midair collision. Tests of the radios from the chase helicopter revealed they were both on the ATCT frequency.

A test helicopter (Mcdonnell Douglas AH-64D, with 1 VHF radio) and a chase helicopter (Mcdonnell Douglas 520N, with 2 VHF radios) were on a night VFR flight from chandler, AZ, to the Mcdonnell Douglas heliport at Mesa, AZ. The mission of the chase crew (chase) was to surveil the area for the test crew (lead) and to provide information concerning other air traffic or hazards. The destination heliport was located just north of falcon field. During arrival, lead notified chase of a VHF frequency change to the falcon field tower (ATCT) frequency. Chase acknowledged; this was the last known transmission from chase. Lead then changed to the heliport's 'apache ramp control' frequency. The ground control radio operator, monitoring the frequency, cleared the helicopter(s) to land on runway 22 at the heliport. Soon thereafter, the chase helicopter collided with the lead helicopter. During the midair collision, the main rotor blades of chase struck the left wing and wing stores of lead. Lead continued to a safe landing, but the main rotor separated from the chase helicopter, and it crashed. An investigation revealed the chase helicopter had converged on the lead helicopter from the left rear quadrant. An expletive of an unknown source was transmitted on the ATCT frequency at about the time of the midair collision. Tests of the radios from the chase helicopter revealed they were both on the ATCT frequency.

On September 27, 1994, at 2043 hours mountain standard time, a McDonnell Douglas MD520N (NOTAR), N520NT, collided with a McDonnell Douglas AH-64D (Longbow), R00324, while on final approach to the McDonnell Douglas Heliport, Mesa, Arizona. Both helicopters were operated by McDonnell Douglas Helicopter Systems, in conjunction with a flight test/evaluation by foreign military officials under 14 CFR Part 91. The Longbow was owned by the U.S. Army and leased to McDonnell Douglas Helicopter Systems.

The NOTAR was destroyed and the certificated airline transport pilot was fatally injured. A foreign military observer in the NOTAR was seriously injured. The Longbow sustained substantial damage. The Longbow crew, a certificated commercial pilot and a foreign military pilot were not injured. The flight departed the Williams Gateway Airport, Chandler, Arizona about 2035 hours. Night visual meteorological conditions prevailed at the time, and both helicopters were operating on a company VFR flight plan filed at the McDonnell Douglas Heliport.

The Longbow was conducting a night evaluation of the pilot's night vision system (PNVS). Use of the PNVS restricts the pilot's peripheral vision and the nature of the evaluation directed the attention of the Longbow pilots inside the cockpit.

The NOTAR was assigned the task of "chase aircraft", whose duties in part were surveillance of and monitoring the Longbow, and provide traffic advisories concerning other aircraft in the area.

Voice communications between the two helicopters was made via VHF radio frequencies.

All three pilots had flown the route from the Gateway Airport to the McDonnell Douglas Helicopter facility in the past, or before the accident flight. The return flight of the AH-64 departed Williams AFB to the north to a point northeast of the McDonnell Douglas facility and east of Granite Reef Dam, a VFR reporting point for Falcon Field, Mesa, Arizona.

The route of the NOTAR is not exactly known. There were no radar services requested by the pilots, and the test aircraft was not squawking a discreet transponder code. Radar data provided by the Federal Aviation Administration depicted unidentified aircraft departing the Gateway Airport at the approximate time of the AH-64 and NOTAR. The data revealed aircraft tracking north along a route described by the AH-64 pilots. The data did not distinguish the flight path of two aircraft. The track of the aircraft was lost in ground clutter and radar returns from vehicles traveling on east-west roads near Falcon Field. The radar data also revealed aircraft in the Falcon Field traffic pattern throughout the period of the return flight.

During the flight from Williams Gateway Airport, the NOTAR pilot asked the Longbow pilots to slow their airspeed. The Longbow slowed from 130 knots to 105 knots. The AH-64 pilots contacted the NOTAR pilot(Chase) as they approached the Granite Reef Dam VFR reporting point. The AH-64 pilots informed the NOTAR they were going to change VHF radio frequency from the mission control frequency to the Falcon Field air traffic control tower (ATCT) frequency. The NOTAR pilot acknowledged the AH-64 pilots transmission. There were no other recorded communications from the NOTAR pilot. There was no evidence found indicating the NOTAR pilot had lost visual contact with the Longbow helicopter.

At 2040 hours, the AH-64 crew contacted the Falcon Field ATCT via the VHF radio and reported over Granite Reef Dam with a chase aircraft. The ATCT local controller cleared the flight for a north arrival.

The AH-64 crew then changed VHF radio frequencies from Falcon ATCT to McDonnell Douglas Company's "Apache Ramp Control" frequency. The ground control radio operator (GIRO) monitoring the frequency cleared the AH-64 to land runway 22, and informed the AH-64 crew of the current wind conditions and altimeter setting.

The GIRO observed the AH-64 final approach and observed flashing lights approaching the AH-64 from its left side at an approximate angle of 90 degrees. The GIRO indicated that the events he witnessed happened rapidly and there was insufficient time to warn the pilots. The GIRO told the Safety Board by the time he recognized the flashing lights as another aircraft it was too late. The GIRO indicated the collision occurred about 30 feet above the ground. After the collision the NOTAR appeared to flip and the AH-64 landed on Pad #3. The GIRO further indicated that there were no communications with the chase aircraft (NOTAR) after he cleared the AH-64 to land.

The AH-64 crew reported they did not see the NOTAR during the final approach phase of the flight. The rear seat pilot was recorded stating, "I just caught sight of something coming on the left hand side as it hit." The AH-64 crew indicated they were performing the final tasks of the test flight/evaluation using the PNVS at the time of the collision, and that their anti-collision lights were on.

Crew information

McDonnell Douglas MD520N

First Pilot (NOTAR)

The NOTAR pilot was formerly employed by McDonnell Douglas Helicopter Systems, and had accepted an early retirement. At the time of the accident, the NOTAR pilot was employed by a personnel company under contract with McDonnell Douglas Helicopter Systems to provide pilots. The NOTAR pilot was seated in the left front seat of the helicopter at the time of the collision.

The NOTAR pilot held an Airline Transport Pilot certificate with single and multiengine airplane ratings and a helicopter rating. The most recent second-class medical certificate was issued to the pilot on December 1, 1993, and contained the limitation that correcting lenses be worn while exercising the privileges of his airman certificate.

No personal flight records were located for the pilot and the aeronautical experience listed on this report was obtained from the accident report submitted by McDonnell Douglas Helicopter Systems.

According to the operator's accident report, the pilot's total aeronautical experience consists of about 17,795 hours, of which about 1,550 hours were accrued in the MD500 series helicopters, of which the MD520N is a derivative. In the preceding 24 hours before the accident, the pilot flew 4.3 hours, of which 2.8 hours were in the accident helicopter.

Flight Test Engineer

A British Army Flight Test Engineer was seated in the right front seat of the NOTAR for the purpose of observing the flight evaluations. He had no crew responsibility for the operation of the NOTAR. After the accident, the Flight Test Engineer indicated he saw the AH-64 in the right window the instant before the collision, but was not sure whether it was a dream or actual memory.

McDonnell Douglas AH-64D (Longbow)

First Pilot (AH-64)

The first pilot was employed by McDonnell Douglas Helicopter Systems, as an engineering test pilot. The first pilot held a commercial pilot certificate with a multiengine airplane rating and a helicopter rating. The first pilot also held a flight instructors certificate for helicopters. The most recent second-class medical certificate was issued to the pilot on January 20, 1994, and contained no limitations.

The first pilot's total aeronautical experience consists of about 8,239 hours, of which about 3,066 hours were accrued in the AH-64. The first pilot had flown about 1.5 hours in the 24 hours preceding the accident, all in the accident AH-64. The first pilot was seated in the front seat of the AH-64 and was performing instructor pilot duties at the time of the collision. The first pilot indicated he did not see the NOTAR in the moment before the collision.

Second Pilot (AH-64)

The second pilot held a foreign military aeronautical designation for helicopters issued by the United Kingdom. The second pilot's total aeronautical experience was about 3,700 hours, of which about 3,590 hours were in helicopters. The second pilot indicated h

On September 27, 1994, at 2043 hours mountain standard time, a McDonnell Douglas MD520N (NOTAR), N520NT, collided with a McDonnell Douglas AH-64D (Longbow), R00324, while on final approach to the McDonnell Douglas Heliport, Mesa, Arizona. Both helicopters were operated by McDonnell Douglas Helicopter Systems, in conjunction with a flight test/evaluation by foreign military officials under 14 CFR Part 91. The Longbow was owned by the U.S. Army and leased to McDonnell Douglas Helicopter Systems.

The NOTAR was destroyed and the certificated airline transport pilot was fatally injured. A foreign military observer in the NOTAR was seriously injured. The Longbow sustained substantial damage. The Longbow crew, a certificated commercial pilot and a foreign military pilot were not injured. The flight departed the Williams Gateway Airport, Chandler, Arizona about 2035 hours. Night visual meteorological conditions prevailed at the time, and both helicopters were operating on a company VFR flight plan filed at the McDonnell Douglas Heliport.

The Longbow was conducting a night evaluation of the pilot's night vision system (PNVS). Use of the PNVS restricts the pilot's peripheral vision and the nature of the evaluation directed the attention of the Longbow pilots inside the cockpit.

The NOTAR was assigned the task of "chase aircraft", whose duties in part were surveillance of and monitoring the Longbow, and provide traffic advisories concerning other aircraft in the area.

Voice communications between the two helicopters was made via VHF radio frequencies.

All three pilots had flown the route from the Gateway Airport to the McDonnell Douglas Helicopter facility in the past, or before the accident flight. The return flight of the AH-64 departed Williams AFB to the north to a point northeast of the McDonnell Douglas facility and east of Granite Reef Dam, a VFR reporting point for Falcon Field, Mesa, Arizona.

The route of the NOTAR is not exactly known. There were no radar services requested by the pilots, and the test aircraft was not squawking a discreet transponder code. Radar data provided by the Federal Aviation Administration depicted unidentified aircraft departing the Gateway Airport at the approximate time of the AH-64 and NOTAR. The data revealed aircraft tracking north along a route described by the AH-64 pilots. The data did not distinguish the flight path of two aircraft. The track of the aircraft was lost in ground clutter and radar returns from vehicles traveling on east-west roads near Falcon Field. The radar data also revealed aircraft in the Falcon Field traffic pattern throughout the period of the return flight.

During the flight from Williams Gateway Airport, the NOTAR pilot asked the Longbow pilots to slow their airspeed. The Longbow slowed from 130 knots to 105 knots. The AH-64 pilots contacted the NOTAR pilot(Chase) as they approached the Granite Reef Dam VFR reporting point. The AH-64 pilots informed the NOTAR they were going to change VHF radio frequency from the mission control frequency to the Falcon Field air traffic control tower (ATCT) frequency. The NOTAR pilot acknowledged the AH-64 pilots transmission. There were no other recorded communications from the NOTAR pilot. There was no evidence found indicating the NOTAR pilot had lost visual contact with the Longbow helicopter.

At 2040 hours, the AH-64 crew contacted the Falcon Field ATCT via the VHF radio and reported over Granite Reef Dam with a chase aircraft. The ATCT local controller cleared the flight for a north arrival.

The AH-64 crew then changed VHF radio frequencies from Falcon ATCT to McDonnell Douglas Company's "Apache Ramp Control" frequency. The ground control radio operator (GIRO) monitoring the frequency cleared the AH-64 to land runway 22, and informed the AH-64 crew of the current wind conditions and altimeter setting.

The GIRO observed the AH-64 final approach and observed flashing lights approaching the AH-64 from its left side at an approximate angle of 90 degrees. The GIRO indicated that the events he witnessed happened rapidly and there was insufficient time to warn the pilots. The GIRO told the Safety Board by the time he recognized the flashing lights as another aircraft it was too late. The GIRO indicated the collision occurred about 30 feet above the ground. After the collision the NOTAR appeared to flip and the AH-64 landed on Pad #3. The GIRO further indicated that there were no communications with the chase aircraft (NOTAR) after he cleared the AH-64 to land.

The AH-64 crew reported they did not see the NOTAR during the final approach phase of the flight. The rear seat pilot was recorded stating, "I just caught sight of something coming on the left hand side as it hit." The AH-64 crew indicated they were performing the final tasks of the test flight/evaluation using the PNVS at the time of the collision, and that their anti-collision lights were on.

Crew information

McDonnell Douglas MD520N

First Pilot (NOTAR)

The NOTAR pilot was formerly employed by McDonnell Douglas Helicopter Systems, and had accepted an early retirement. At the time of the accident, the NOTAR pilot was employed by a personnel company under contract with McDonnell Douglas Helicopter Systems, to provide pilots. The NOTAR pilot was seated in the left front seat of the helicopter at the time of the collision.

The NOTAR pilot held an Airline Transport Pilot certificate with single and multiengine airplane ratings and a helicopter rating. The most recent second-class medical certificate was issued to the pilot on December 1, 1993, and contained the limitation that correcting lenses be worn while exercising the privileges of his airman certificate.

No personal flight records were located for the pilot and the aeronautical experience listed on this report was obtained from the accident report submitted by McDonnell Douglas Helicopter Systems.

According to the operator's accident report, the pilot's total aeronautical experience consists of about 17,795 hours, of which about 1,550 hours were accrued in the MD500 series helicopters, of which the MD520N is a derivative. In the preceding 24 hours before the accident, the pilot flew 4.3 hours, of which 2.8 hours were in the accident helicopter.

Flight Test Engineer

A British Army Flight Test Engineer was seated in the right front seat of the NOTAR for the purpose of observing the flight evaluations. He had no crew responsibility for the operation of the NOTAR. After the accident, the Flight Test Engineer indicated he saw the AH-64 in the right window the instant before the collision, but was not sure whether it was a dream or actual memory.

McDonnell Douglas AH-64D (Longbow)

First Pilot (AH-64)

The first pilot was employed by McDonnell Douglas Helicopter Systems, as an engineering test pilot. The first pilot held a commercial pilot certificate with a multiengine airplane rating and a helicopter rating. The first pilot also held a flight instructors certificate for helicopters. The most recent second-class medical certificate was issued to the pilot on January 20, 1994, and contained no limitations.

The first pilot's total aeronautical experience consists of about 8,239 hours, of which about 3,066 hours were accrued in the AH-64. The first pilot had flown about 1.5 hours in the 24 hours preceding the accident, all in the accident AH-64. The first pilot was seated in the front seat of the AH-64 and was performing instructor pilot duties at the time of the collision. The first pilot indicated he did not see the NOTAR in the moment before the collision.

Second Pilot (AH-64)

The second pilot held a foreign military aeronautical designation for helicopters issued by the United Kingdom. The second pilot's total aeronautical experience was about 3,700 hours, of which about 3,590 hours were in helicopters. The second pilot indicated he