NYC94FA119

A Cessna 172RG, N6624R, was on a flight to spot fish from about 3500' MSL. In the same vicinity, a navy sikorksy MH-53A helicopter was on a maintenance test flight. They collided in midair over the chesapeake bay, near Kiptopeka, VA. The 172RG went into an uncontrolled descent & crashed in the bay; the helicopter was landed in a field. Investigation revealed that the 172RG pilot had contacted the DR-1 controller at norfolk departure control (ATC) at 1458 EDT. He was assigned a transponder code & was receiving VFR flight following. The helicopter pilot was not in contact with ATC & was using a VFR transponder code of 1200. Two controller changes occurred at the DR-1 position after N6624R established contact. At 1610 EDT, the 2nd controller gave a relief briefing to the 3rd controller & referenced the 172RG. The helicopter had been operating at about 500'; the pilot then made a climb (momentarily) to about 6000' to test a fuel dumping system. Radar data showed the helicopter then entered a descent & was turning when it converged on the 172RG from above & behind. At about 1618, the midair collision occurred about 3500' MSL. There had been no communication between ATC & the 172RG pilot for about 33 minutes before the collision.

A Cessna 172RG, N6624R, was on a flight to spot fish from about 3500' MSL. In the same vicinity, a navy sikorksy MH-53A helicopter was on a maintenance test flight. They collided in midair over the chesapeake bay, near Kiptopeka, VA. The 172RG went into an uncontrolled descent & crashed in the bay; the helicopter was landed in a field. Investigation revealed that the 172RG pilot had contacted the DR-1 controller at norfolk departure control (ATC) at 1458 EDT. He was assigned a transponder code & was receiving VFR flight following. The helicopter pilot was not in contact with ATC & was using a VFR transponder code of 1200. Two controller changes occurred at the DR-1 position after N6624R established contact. At 1610 EDT, the 2nd controller gave a relief briefing to the 3rd controller & referenced the 172RG. The helicopter had been operating at about 500'; the pilot then made a climb (momentarily) to about 6000' to test a fuel dumping system. Radar data showed the helicopter then entered a descent & was turning when it converged on the 172RG from above & behind. At about 1618, the midair collision occurred about 3500' MSL. There had been no communication between ATC & the 172RG pilot for about 33 minutes before the collision.

See narrative for file NYC94FA119A.

On July 11, 1994, about 1618 eastern daylight time, a Cessna 172RG, N6624R (call sign "Spotter 24R), piloted by Mr. William Sklar, and a United States Navy, Sikorsky MH-53E helicopter, 162505 (call sign Vulcan 555), piloted by two Navy pilots, and two crew members, collided in midair while maneuvering over the water near Kiptopeka, Virginia.

The Cessna impacted into approximately 10 feet of water, and was destroyed. The Navy Helicopter proceeded in a northbound direction and landed without further incident in a field approximately 2 miles north of the collision site. The helicopter was substantially damaged. The pilot of Cessna was fatally injured. There was no injuries to any of the crew members on the Navy Helicopter. Visual meteorological conditions prevailed and no flight plan had been filed by the Cessna. The Cessna flight was being conducted under 14 CFR 91.

The Cessna was operating as a fish spotting aircraft, and was receiving flight following from Norfolk Departure Control Radar, number one facility (DR-1), Norfolk, Virginia, and was given an assigned transponder code of 0171. There was no radio communication between DR-1, and Cessna N6624R for approximately 33 minutes prior to the collision.

The Navy helicopter had departed Chambers Field, Naval Air Station (NAS), Norfolk, and was conducting maintenance tests. The helicopter was on a military flight plan, and was not in radio contact with DR-1, using a VFR transponder code of 1200. The helicopter had ascended to approximately 6000 feet MSL, completed a maintenance test, and started a descending left turn.

The helicopter was in a descending left turn when the mid-air collision occurred.

According to the written statement of Navy, Lieutenant (Lt.) James Rocha, the pilot of the Navy Helicopter:

The weather was clearest near the tip of the Cape Charles peninsula. We climbed to 6000' in an orbit over the water off to the west of the peninsula...we completed the dump test after just a minute or two and I initiated a descent. I was descending in a left orbit over the water to the west of the peninsula. As we turned through the east, perpendicular to the shore, I noted civilian traffic at the 12 o'clock position, low, a few miles out. The copilot stated she had the traffic in sight and the crew chief stated that lookouts were posted. I continued the left orbit descending at approximately 1000' per minute. As I turned through a north-easterly heading on the next orbit, I heard and felt the impact.

Lt. Rocha wrote that he did not know he had impacted with an airplane, until he asked his crew and the copilot told him what happened. He then executed an emergency autorotational descent, changed the transponder code 7700 (emergency), and landed.

According to the copilot, Lt. Shari Beeth's statement, as the helicopter turned towards land she, "...spotted a small civilian aircraft over [the] land approximately 4 miles out, much lower... and not headed in our general direction." Lt. Beeth told the pilot she saw the traffic, and according to her statement, they continued in a left descending turn "for 1 or 2 full rotations." Lt. Beeth wrote:

...then as we turned away from land again [west], I caught a glimpse of something out the corner of my eye. I jerked my head to the right and saw a civilian aircraft just prior to it impacting us on our aft starboard [right] side. The aircraft appeared to be in a climbing left turn. I did not actually see it hit us as I had snapped my head back toward the front to grab the controls in an effort to take evasive maneuvers....

According to the NTSB ATC, Group Chairman's report, N6624R was handed off from Oceana Naval Air Station to the Arrival Radar one (AR-1) controller at 1457:50. The AR-1 controller initiated an automated handoff on N6624R to the DR-1 (Departure radar-one controller)controller. N6624R contacted the DR-1 controller at 1458:06, saying "with you Cape Henry at three point five for Lynnhaven." The controller told the aircraft to "ident" and then issued an altimeter setting of 30.12.

At 1408:01, N6624R informed the controller that he would like to proceed west to the Hampton tunnel area. About 5 minutes later, the controller called traffic to Continental 1552, saying that there was traffic three miles north, orbiting, "a Cessna spotting fish at 3,500." The controller then informed N6624R about a Boeing 737 climbing to 3,000 ft. N6624R transmitted "in the blind," "Two four Romeo is watching traffic." The DR-1 controller replied, "thanks."

At 1516:16, the DR-1 controller called traffic to N6624R which was a Boeing 737 leaving 2,000 feet for 4,000 feet. Ten minutes later, at 1526:04, N6624R told the DR-1 controller that he was "going to the York River, sir."

At 1537:20, the DR-1 controller gave a relief briefing to the next controller whose operating initials were LS. N6624R was not included in the briefing. At 1545:01, N6624R transmitted that he was eastbound towards Cape Charles, and then he would be working his way south toward the "high span." The DR-1 controller then inquired what the call sign was of the fish spotter. N6624R replied, "uh two four Romeo." The DR-1 controller then transmitted, "Fish Spotter two four Romeo, Norfolk altimeter three zero one one, ident."

The DR-1 controller, at 1550:36, pointed out "Fish Spotter two four Romeo" to the Peninsula radar controller (PSR) and the East Feeder radar controller. Both of the adjacent radar sectors approved the point out.

At 1610:11, the DR-1 controller gave a relief briefing to DK, and N6624R was mentioned. He said, "...you have one fish spotter, P and E (Peninsula Radar and East Feeder Radar) are watching at thirty five, going up and down for the high span." (The operating initials of the controller leaving the sector were LS and the initials of the controller taking over the sector were DK).

The precise time of the accident according to the NTSB RECORDED RADAR STUDY was 1618:30 (2018:30 UTC). From the time of the above relief briefing for DK to the time of the accident, there was no communication between N6624R and the DR-1 controller. By reference to the RECORDED RADAR STUDY beginning at 1610:00 (2010:00 UTC), both aircraft remained in the general vicinity of each other until the accident occurred. The helicopter, designated by a diamond symbol, climbed through the altitude of N6624R (which was 3500 ft), and leveled off for about 7 radar "hits" at 5,800 ft. The helicopter then began a continuous descent to 3500 ft, where the collision took place. The accident occurred at 1618:30. The helicopter continued descent and landed.

At 1639:42, the DR-1 controller transmitted, "Fish spotter two four Romeo, you still out there?" There were no replies. Operation at that sector continued. N6270V, a fishspotter, called at 1652:37, and asked, "...what can you tell me about the Cessna and helicopter crash down at the bay there?" The DR-1 controller then asked N6270V what his position was. N6270V said that his position was "about forty seven north," and told the controller that he heard a Cessna and a helicopter crashed, and that 24 Romeo could not be contacted. He then asked if the DR-1 controller had been working him. The DR-1 controller replied, " Sir, I don't have any information on that right now, they're investigating it. I have no information to pass on to you. I know it's one of your comrades, I'd sure love to say something to you, but I have no information whatsoever, right now." N6270V thanked the controller, and then asked it if there would be any information available later. Thirty seconds later, N6270V transmitted that he was wondering if the controller had been working spotter two four Romeo. The DR-1 controller replied, "... that's affirmative, we were working two Four R