Air carrier flight crew reported an NMAC with a military helicopter on take off and climb out of GSP. Flight altered heading and continued climb.
Synopsis
Air carrier flight crew reported an NMAC with a military helicopter on take off and climb out of GSP. Flight altered heading and continued climb.
Narrative
Weather Information:VMC; I believe the winds were 280@03 but am unsure about the speed. There was definitely a Right to Left crosswind for departure. We were operating Aircraft X out of GSP to ZZZ and were taxiing on Taxiway L to Runway 22. We assumed we were #2 for takeoff behind Aircraft Y. During the taxi; we noticed a military helicopter getting ready to leave from a ramp area on the west side of the airport. While also taxiing we heard the military receive a clearance to takeoff from their position fly above taxiway L and stay parallel to Runway 22. Aircraft Y was cleared for takeoff and very shortly after we were also cleared for takeoff and instructed to fly runway heading; heading 218. We began our takeoff roll however around 80kts I noticed that the Military Helicopter had just risen at an altitude above the horizon; to the left of the aircraft; very close to our departure path. I did not see them sooner due to the obscurations and clutter on the ground. I continued the takeoff; I recalled it's cleared flight path; Fly over Taxiway L and stay Parallel to Runway 22. I maintained visual throughout the entire takeoff roll into rotation. As we reached rotation speed; I started to lift the nose of the aircraft off the ground; it was approximately at that moment I heard tower had instructed the helicopter to fly East. At the same time I observed the separation we had; and the fact that we were flying in heading mode; the winds started to push us west of centerline; at that moment I felt the flight path of both of our aircraft were on a collision course and executed an immediate low-altitude evasive turn to the west; deviating from our assigned heading by about 20-30 degrees. This turn commenced approximately 100AGL-200AGL. At the same moment I moved the thrust levers from TOGA to APR Thrust to provide the energy necessary to allow myself to maneuver the aircraft safely and effectively away from the threat. At some point in the right turn I was unable to maintain a visual as the aircraft's left wing blocked my view; I checked my MFD (Multi-function Flight Display) and saw a Yellow TCAS Target at -100. I also observed that our speed was maintained at roughly V2+10. When I felt that we had climbed away and had enough lateral separation; I resumed the assigned runway heading and regained visual on the military helicopter. We continued the flight without further issue. I do not recall ATC providing specific information to us on a departing Helicopter; we had only heard what instructions were given to the chopper after we switched from ground control to tower control on the radios. We did not receive any TCAS RAs as we were below 1000AGL. We did see TCAS TA. Base off of all information available at the time and post flight; I estimate the separation to be 100/200 feet vertically and less than 500 feet laterally. The distance between 22 centerline and taxiway L is 500 feet as verified by GSP Tower.Cause: I believe that the Tower Controller incorrectly estimated the time the military helicopter was going to take to complete it's takeoff and departure. I believe the Tower Controller failed to monitor the progress of the helicopter and assumed it was okay to provide us with a takeoff clearance. I do not recall the Tower controller informing us of the status of the military helicopter or asking us if we had the traffic in sight prior to receiving a takeoff clearance.ATC Failed to maintain situational awareness of military operations in the commercial environment. Suggestions: This is not the first time that Military Operators have posed significant threats to Commercial Aviation Operations. I do not understand why we operate in the same environment but they are not held to the same operational standards we are. I also believe there needs to be stricter FARs on what ATC can and cannot do for Military Operators when Commercial Operations are being conducted at an airport.
Second reporter narrative
ATC ErrorsCause: Weather Information:VMC; I believe the winds were 280@03 but am unsure about thespeed. There was definitely a Right to Left crosswind for departure.We were operating Aircraft X out of GSP to ZZZ and were taxiing onTaxiway L to Runway 22. We assumed we were #2 for takeoff behindAircraft Y. During the taxi; we noticed a military helicopter gettingready to leave from a ramp area on the west side of the airport.While also taxiing we heard the military receive a clearance to takeofffrom their position fly above taxiway L and stay parallel to Runway22. Aircraft Y was cleared for takeoff and very shortly after wewere also cleared for takeoff and instructed to fly runway heading;heading 218. We began our takeoff roll however around 80kts Inoticed that the Military Helicopter had just risen at an altitude abovethe horizon; to the left of the aircraft; very close to our departurepath. I did not see them sooner due to the obscurations and clutteron the ground. I continued the takeoff; I recalled it's cleared flightpath; Fly over Taxiway L and stay Parallel to Runway 22. I maintainedvisual throughout the entire takeoff roll into rotation. As we reachedrotation speed; I started to lift the nose of the aircraft off the ground;it was approximately at that moment I heard tower had instructedthe helicopter to fly East. At the same time I observed the separationwe had; and the fact that we were flying in heading mode; the windsstarted to push us west of centerline; at that moment I felt the flightpath of both of our aircraft were on a collision course and executedan immediate low-altitude evasive turn to the west; deviating fromour assigned heading by about 20-30 degrees. This turn commencedapproximately 100AGL-200AGL. At the same moment I moved thethrust levers from TOGA to APR Thrust to provide the energynecessary to allow myself to maneuver the aircraft safely andeffectively away from the threat. At some point in the right turn I wasunable to maintain a visual as the aircraft's left wing blocked myview; I checked my MFD (Multi-function Flight Display) and saw a Yellow TCAS Target at -100. I alsoobserved that our speed was maintained at roughly V2+10. When Ifelt that we had climbed away and had enough lateral separation; Iresumed the assigned runway heading and regained visual on themilitary helicopter. We continued the flight without further issue.I do not recall ATC providing specific information to us on a departingHelicopter; we had only heard what instructions were given to thechopper after we switched from ground control to tower control onthe radios. We did not receive any TCAS RAs as we were below1000AGL. We did see TCAS TA.Base off of all information available at the time and post flight; Iestimate the separation to be 100/200 feet vertically and less than500 feet laterally. The distance between 22 centerline and taxiway L is 500 feet verified by the tower
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.