Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Commercial
Flight Crew Last 90 Days 30; Flight Crew Total 4500; Flight Crew Type 1000
Time Pressure; Communication Breakdown; Situational Awareness
ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Airport; Airspace Structure; Human Factors
While returning to ZZZ airport for fuel after patient drop-off at hospital; [Aircraft X] experienced a near miss with another helicopter [Aircraft Y] departing the airport. [Hospital] is approximately 3.5 miles Northwest of ZZZ1. We lifted to the south. As we were lifting; I heard the Tower clear the helicopter to depart to the southwest. I contacted the Tower for a clearance and told the Tower I had lifted off [Hospital] and would remain west of RWY 16 and requested TWY Bravo to FBO (TWY Bravo parallels RWY 16 and intersects with TWY Alpha; Charlie and Lima at FBO.) The Tower Controller said; 'We can give you Bravo; report 1 mile.' While remaining west of RWY 16; I maneuvered the aircraft to be more perpendicular with the runway to track toward TWY Bravo and reported 1 mile. The Tower asked if we had the helicopter at one-half mile departing from ZZZ1 to the southwest in sight. I did not and reported; '[Aircraft X] looking.' I informed the crew that we had an aircraft 'close' departing to the southwest and everyone was looking for the aircraft. The Tower immediately asked again if we had the helicopter in sight. The Tower had not given any reference point of departure for the other helicopter. Therefore; we had no reference to any area to focus a scan. I was about to depress the comms trigger to respond that we still did not have a visual on the helicopter when it crossed the windscreen from left to right in a left-hand turn at approximately 30-50 yards. I informed the Tower the helicopter just past beyond the nose of the aircraft and continued inbound to landing.After landing and shutdown; I contacted the Tower to inquire if I had done something wrong or what may have contributed to this incident. The Controller I spoke with was unaware of any issue. I explained our passing extremely close and did not see the other aircraft until it was passing across the windscreen. He said he would investigate the situation and we planned to communicate after we returned to base. I spoke with the Controller I had spoken with earlier about the near miss. He had spoken with the other pilot about the incident. The other helicopter had departed the northwest end of the field and was climbing out to the southwest and didn't see us until the last minute. We discussed the departure path typically used by [a] helicopter tour company operating [Aircraft Y]. I asked if there was a delay in departure and he did not know if there was a delay. But he did say that sometimes they must allow the belts tighten up before departure (R-22 and R-44 have a clutch actuated rotor engagement system). I explained that it would be helpful to give a reference point for aircraft departing areas other than the runway. We also discussed [Company's] common procedure of land on to the west at FBO along TWY Lima. I explained that it was my normal practice to land to the west. However; the last three times I refueled at FBO; I was hover taxied around to the non-movement area adjacent TWY Bravo. Bearing that in mind; the flight path back to FBO kept us to the west of all runways and straight in to FBO. There were no issues of fault discussed and we ended the call.I also spoke with the pilot of [Aircraft Y]. He had also contacted the Tower to see if he had done anything wrong or find out how the incident occurred. On this flight; he was training a tour pilot new to the area. He thought they may have missed our call while listening to ATIS and the Tower did not inform them of any other traffic. They departed as their procedure allows and proceeded to climb out to the Southwest. He said the sun may have been an issue with locating our position. He also expressed his lack of confidence in the controllers due to other incidents that have occurred at ZZZ1. We have the tour operator's procedure for future reference.When I heard the Tower clear [Aircraft Y] to the southwest; I expected it to be clear to the southwest if taking off after clearance was given. They could have been delayed due to clutch engagement. The other helicopter was unaware of our location and the tower did not inform them of our flight path to ZZZ1. Also; the tower did not inform us of their departure; and I was unaware of [Aircraft Y] location of departure. When the Tower asked if we had them in sight; I did assume that the departing aircraft would be somewhere in my visual view. A reference point from the Tower would have been beneficial in locating the other helicopter to avoid their flight path. In the discussion with the other pilot we determined their aircraft to be at the 9 to 11 o'clock position in a climb to the southwest. At that position and climb angle the helicopter it would be difficult to see close; low and on the left-hand side of the aircraft effectively in a blind spot. In the future I will not assume the aircraft is clear of the area and I will clarify with the Tower the other aircrafts position and/or location of departure.
BH206L-4 pilot reported a NMAC with another helicopter. The pilot was taking off and the other helicopter was landing. ATC was in communication with both aircraft.