Narrative:

Flight of five (05) ah-64D helicopters; weather at the time of incident was: ceiling/visibility unlimited. The formation for final approach was straight trail with greater than 250 ft (approximately 5-10 rotor disks) of spacing between helicopters. While northwest of and outside abi class C; flight requested; and was cleared; to land on C taxiway between C2 and intersection of C and north taxiways. The stop was for fuel. While on short final; at an altitude of approximately 75 ft; and a location above C3; tower issued instructions to the flight to 'land on east side of tower on D taxiway prior to intersection of D and north taxiways'. Tower then; immediately after; cleared a uh-60 on to C taxiway at C1. This location was in the middle of the flight's intended landing area. The altitude of the flight was insufficient for a safe crossing from C to D taxiways; due to obstacles; not to mention the late timing of the instructions. The flight was unable to react quickly enough to the instructions as the tower controller was rushing. In addition; the clearance to; and subsequent presence of; a uh-60 on to the intended point of landing was a cause for concern. The flight was then given a third set of instructions that called for an out-of-ground effect hover from over C taxiway to a landing on north taxiway. The flight was then required to hover turn with a 20 plus KT wind from 180 degrees. This hover turn; within limited taxiway confines; and with the strong wind was dangerous. The flight then proceeded to ground taxi via north and C to the fuel ramp. The primary cause for this situation was the issuance of different landing instructions while on short final; at low altitude; and low airspeed. The immediate presence of a uh-60 on the intended point of landing was an additional cause for concern. It is now clear that tower wanted the flight to land on D and then proceeds to the fuel ramp via north and C taxiways. If these instructions had been issued earlier; this incident would not have occurred.

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Original NASA ASRS Text

Title: Army helicopter pilot; in lead helicopter of flight of five and pilot not flying; describes a last minute change to landing instructions by the Tower that resulted in out of ground effect air taxi in a strong cross wind.

Narrative: Flight of five (05) AH-64D helicopters; weather at the time of incident was: Ceiling/Visibility Unlimited. The formation for final approach was straight trail with greater than 250 FT (approximately 5-10 rotor disks) of spacing between helicopters. While northwest of and outside ABI Class C; flight requested; and was cleared; to land on C Taxiway between C2 and intersection of C and N Taxiways. The stop was for Fuel. While on short final; at an altitude of approximately 75 FT; and a location above C3; Tower issued instructions to the flight to 'land on east side of Tower on D Taxiway prior to intersection of D and N Taxiways'. Tower then; immediately after; cleared a UH-60 on to C Taxiway at C1. This location was in the middle of the flight's intended landing area. The altitude of the flight was insufficient for a safe crossing from C to D taxiways; due to obstacles; not to mention the late timing of the instructions. The flight was unable to react quickly enough to the instructions as the tower controller was rushing. In addition; the clearance to; and subsequent presence of; a UH-60 on to the intended point of landing was a cause for concern. The flight was then given a third set of instructions that called for an Out-of-Ground Effect hover from over C Taxiway to a landing on N Taxiway. The flight was then required to hover turn with a 20 plus KT wind from 180 degrees. This hover turn; within limited taxiway confines; and with the strong wind was dangerous. The flight then proceeded to ground taxi via N and C to the fuel ramp. The primary cause for this situation was the issuance of different landing instructions while on short final; at low altitude; and low airspeed. The immediate presence of a UH-60 on the intended point of landing was an additional cause for concern. It is now clear that Tower wanted the flight to land on D and then proceeds to the fuel ramp via N and C Taxiways. If these instructions had been issued earlier; this incident would not have occurred.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.