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3 dead, 2 injured in helicopter airplane midair collision near Fredrick, MD
3 fatalities were in R44 helicopter, 2 injured in the Cirrus SR22 (www.nbcwashington.com) 更多...Sort type: [Top] [Newest]
The tower cleared the Cirrus to land. Obviously, someone was where they weren't supposed to be. Operations under VFR are "see and be seen" but the helicopter operating under the Cirrus was likely invisible to the Cirrus pilot. It appears the Cirrus was flying a standard left-hand pattern to land on runway 30 at KFDK. The Cirrus was probably supposed to maintain 1000 AGL while on downwind and the helicopter was probably supposed to remain below 1000 AGL in the vicinity of the airport.
Listening to the ATC recording, it appears nobody was out of position. The tower controller had cleared the helicopter to conduct local training flights, and had cleared the arriving Cirrus to land, with a late restriction to "...maintain your altitude until turning base...," just seconds before screams are transmitted (most likely from the plummeting helicopter). ATC had reported that she saw the Cirrus, and the Cirrus had told her he had two of the three helicopters in sight. ATC had not alerted the impact helicopter about the arriving Cirrus. The odds of a collision are seemingly small, yet this is exactly the scenario to show the need for both pilots and ATC to be forever vigilant, and for ATC to be tenacious in the application of Positive Control.
The problem this tragedy illuminates is that FAA's attitude about mixing fixed-wing and helicopter traffic is simply to push the helicopter flight patterns under the fixed-wing patterns. This approach is inadequate, since it still leaves a high potential that there will be points (especially during descents) where the flight patterns intersect. This means that, at the few airports that set up intensive helicopter training programs, FAA will continue to fail to adequately separate and de-conflict these traffic flows.
Here's a transcript produced from the audio: http://aireform.com/october-23-2014-transcript-of-kfdk-midair-collision/
The problem this tragedy illuminates is that FAA's attitude about mixing fixed-wing and helicopter traffic is simply to push the helicopter flight patterns under the fixed-wing patterns. This approach is inadequate, since it still leaves a high potential that there will be points (especially during descents) where the flight patterns intersect. This means that, at the few airports that set up intensive helicopter training programs, FAA will continue to fail to adequately separate and de-conflict these traffic flows.
Here's a transcript produced from the audio: http://aireform.com/october-23-2014-transcript-of-kfdk-midair-collision/
According to AOPA's Airport Directory, the pattern altitudes at KFDK are: Pattern Altitude: Tpa 1000' AGL Single & Light Twins - 1500' AGL Large Twins Heavy Aircraft: 1803 MSL; Turbine Aircraft: 1803 MSL; Light Aircraft: 1303 MSL; Rotorcraft: 1100 MSL
There should have been a minimum of 200 feet separation between the Cirrus and the R-44. Clearly, there was not. I agree with your analysis. When student pilots are thrown into the mix, helicopter or fixed-wing, the problem increases.
There should have been a minimum of 200 feet separation between the Cirrus and the R-44. Clearly, there was not. I agree with your analysis. When student pilots are thrown into the mix, helicopter or fixed-wing, the problem increases.
Not sure if FDK requires all left hand traffic but the helicopters should use right hand traffic. Helicopters should "avoid the flow of fixed wing traffic." The best way to accomplish that is to fly the other side of the pattern. So very sad. May God rest their souls and comfort the families.
Here's the ATC audio of the accident... https://www.youtube.com/watch?v=kDy2qI6ZVts
Disturbing.