2025-11 · NASA ASRS report 2307192
General aviation pilots in a formation flight reported a near miss with a helicopter while rejoining the formation and returning to the airport traffic pattern. The number 4 aircraft maneuvered away from the helicopter then landed.
I was flying #4 in a 4 ship formation flight. We launched from FFZ after a through brief. Part of the brief reviewed how I; as #4; would detach from the formation after the straight ahead formation run. I was to return to my home field of ZZZ; and the other 3 aircraft would return to FFZ. After departing FFZ; we joined as a 4 ship in echelon right and switched to a discreet frequency. We flew the pass north to south and my eyes were left to maintain station on the other 3 aircraft. I observed #2 pull up to the left in the missing man maneuver; as briefed. Once #2 was clear; it was my turn to fly straight ahead as lead and #3 began a gentle turn left. Lead commanded my separation as someone on frequency reported a helicopter ahead. After lead and #3 cleared left; I went eyes forward and observed a helicopter apparently falling east which may have allowed a view of our approaching formation. With very little time to react; I moved slightly low and passed aft of the helicopter which never appeared to move. In seconds I was clear. If lead had seen the traffic sooner; we might have aborted the pass and maneuvered as a 4 ship to avoid the helicopter. We might also have called; 'knock it off;' and separated to allow each pilot to maintain individual traffic separation. The nearby Class B airspace served to compress the potential maneuvering area and that had been discussed in detail during the brief.This was a 4 ship formation. We completed a thorough brief at FFZ. The brief included how 2 should execute the missing man pull maneuver while avoiding Class B airspace; and detaching me as 4 to continue straight south and RTB (Return to Base) at my home field of ZZZ. The other 3 aircraft would rejoin and RTB. Special consideration was given to the Class B airspace we would be operating just beside to the west and just overhead. After departing FFZ; we switched to a tactical frequency and flew to the northwest. We completed a right 270 degree turn and began our run in to the south in echelon right formation. My view from the moment we started the run in was to my left to maintain formation with the other 3 aircraft. I heard Lead call the missing man pull and noted #2 move up and to the left. Lead then called me as #4 to detach and fly straight ahead as briefed. I momentarily kept eyes on Lead and #3 as they began a gentle turn to their left. When clear I looked forward and heard someone call a helicopter ahead. And there it was; our altitude facing east and remaining motionless in hover. I had only a few seconds to plan an evasive maneuver. Because the helicopter was remaining in hover; essentially motionless; I chose to maintain visual and pass behind and slightly low. I was clear in just seconds.Regularly flying formation in the VFR training intensive Phoenix airspace always involves planning and coordination to avoid traffic. Lead has traffic separation responsibility and we have never had a near miss. Occasionally it is necessary to knock off maneuvering so each pilot can assume responsibility for separation. In all these cases the traffic is moving. This event was different. The helicopter was stationary. If Lead had visually acquired the traffic soon enough; we might have aborted the pass and maneuvered clear as a 4 ship formation. Or a knock it off call could have been made. We just didn't see the helicopter until we were already executing the pre-briefed formation break up and only then could I take my eyes off the other aircraft and maneuver.
This was a pre-briefed scheduled 4 ship formation. The flight departed FFZ from Runway 4R. Shortly after Departure Tower Called out some inbound traffic and once that traffic was IN Sight Tower gave a frequency change and the Flight switched to a discreet working frequency and proceeded to a Selected Holding point approximately 7 NM west-northwest of Falcon Field. The flight held at this point for approximately 2-3 minutes and then pushed for the flyover site. The fly over site was tightly located just under the Class Bravo PHX Airspace as well as in the middle of other controlled airspace. During the run in we sighted and avoided (discussed interflight over VHF) a helicopter before we completed the actual flyby. As we overflew the target area we started a slow left climbing turn to Avoid CHD and IWA Class D airspaces and began the RTB back to Falcon. At this time my #3 Wingman requested to detach and RTB for his recovery. This took a little more time to de-conflict over the Radio as #4 was rejoining from the Missing Man pull. Now a Flight of 3 on a north-northeast heading; I commanded the flight to switch to FFZ Tower 124.6. I should note that my airplane only has 1 VHF radio installed. When I got my flight of 3 checked in on 124.6; I called FFZ Tower requesting the over head break to Runway 4R. Due to the very close proximity from the Fly over Target to FFZ airspace; by the time I requested the overhead break with Tower; I believe I said my position was inside 5 miles when in actuality it was closer to inside 3. Tower mentioned this but granted clearance for the overhead break to 4R. There were no major safety issues but wanted to stress the mistake. I fly operate out of Falcon often. It is a very busy airport with abundant student training. I am always impressed how well the Controllers do and that they are always very accommodating to our group of formation flyers. With 20/20 hindsight; (if I could have a redo) I would have maintained a more easterly heading after coming off the flyby target. This would have allowed me to narrowly avoid CHD Class D airspace as well as avoid IWA's Class D space to the east/southeast as well as stay clear of Falcons Class D to the immediate north. I could have have rejoined and redressed the flight after the #3 pilot detached. This would have allowed a little extra time to contact FFZ Tower while just outside their airspace to make the request for the formation overhead break.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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