Model 269A/300/Osage
Flight Crew Instrument; Flight Crew Private
Flight Crew Last 90 Days 21; Flight Crew Total 231; Flight Crew Type 117
Distraction; Situational Awareness
Conflict NMAC; Deviation / Discrepancy - Procedural FAR
Flight Crew Took Evasive Action
Airspace Structure; Human Factors
I was using the local helicopter departure procedure put in place for students. I was cleared for a North departure from a designated takeoff point for helicopter students. There was another helicopter departing in front of me and was horizontally separated by roughly 1 nautical mile. Both helicopters were operating in a training environment and were using the local departure procedure for helicopter students. After climbing to the designated departure altitude of 1400 FT MSL I looked down at the attitude indicator to perform an attitude sync and then at the GPS to adjust the range of my view. When I looked back up I had become very close to the aircraft in front of me. At this point we were very close to Delta airspace and were entering Gulf airspace. There is a letter of agreement with the local tower that allows us to transition from the tower frequency to the local traffic advisory without being cleared to do so by ATC once we depart Delta Airspace. By the time I realized I was too close to the aircraft in front of me both aircraft were very close to the edge of the Delta and would have been in the process of transitioning frequencies. When the incident occurred there was no communication between aircraft. When I realized the aircraft in front of me was too close they appeared as if they were slowing down to an out of ground effect hover. They appeared to be climbing and drifting to the right. I passed the aircraft on the left side which violates FAR 91.113. There was minimal vertical and horizontal clearance between aircraft. Less than 500 FT horizontal and 250 FT vertical. I passed the aircraft very quickly. At the time I was flying roughly 80 to 82 Knots Indicated Airspeed. I continued with my training flight after the incident occurred and arrived back 50 minutes later. The pilot in command of the other aircraft talked to me 1 HR and 20 minutes after the incident occurred and informed me that they were not in fact slowing down to a hover but were flying at 55-60 knots indicated airspeed. I am at fault for this incident which I believe occurred because I lost situational awareness during a commonly used local procedure. Several factors contributing to the incident were the two aircraft's difference in airspeed; my focusing for too long on instruments inside the aircraft; the transition between frequencies; and visual illusions. Me and the other pilot involved discussed the safety hazard that the incident put both aircraft in and I will be focusing on maintaining better situational awareness for the safety of other pilots/passengers and myself.
Student helicopter pilot experiences a NMAC with another student pilot that had departed just ahead and was using the same designated departure corridor. He became distracted when he looked down to perform an attitude sync; then at the GPS to adjust the range of view and switch frequencies.