Narrative:

I was returning to [the] heliport after a training flight with night vision goggles (nvg). We had flown the east corridor route into the class D and were in communication with tower 5 miles prior to entering class D. Prior to entering class D airspace we were already at traffic pattern airspeed (100 KIAS) and had our landing light on. About 1 km before reaching the highway interchange that sits on the approach path of runway 23; tower gave us clearance to proceed for [the heliport]. We turned to about a 090 heading toward [the heliport] to comply and began descending from corridor altitude (1300 MSL) to traffic pattern altitude (900 MSL). As we were crossing the rwy 23 centerline; tower cleared us to land on the approach end. He then amended the clearance to land departure half of [the runway]. We read back the clearances both times. At this point I observed another H-60 black hawk that appeared to [be] outbound (I did not hear the takeoff clearance; but in retrospect tower must have cleared them to takeoff from the departure end of [the runway]; and then amended our clearance). I announced the traffic to my crew; and we saw the H-60 turn downwind in traffic pattern. Since we were cleared to land on the departure half of the runway; we figured this other H-60 would extend their downwind slightly and be cleared to land number 2 behind us. As we were about 1.5 km final from the approach end of [the heliport]; we were still at 100 KIAS to avoid delaying the traffic we were expecting to land behind us. At this point the H-60 in the traffic pattern turned base and called tower. Tower cleared them to land number one to the departure end and instructed them to keep their pattern inside of us. As he was issuing the landing clearance to them; I could see we were converging. The opposing H-60 was at our 2 o'clock; so I executed an evasive 45 degree bank decelerating right turn to keep them in sight while allowing them to land first. I instructed my co-pilot to tell tower we were turning and confirm we were cleared to land. She called tower as we were turning and tower asked if we had the opposing H-60 in sight (we did obviously); and cleared us to land number 2 approach end of [the heliport]. We came within about 600 feet of the opposing H-60. I then turned left behind the opposing H-60 and executed a landing and taxi to parking. Neither aircraft was informed by tower of traffic until the opposing H-60 called their base turn. It is often difficult to judge distances at night under nvgs; so the opposing H-60 crew; if they saw us before turning base; may have thought we were over rwy 23 because they had not been told to expect traffic and land number 2. Tower should not have cleared them to land in front of us since we had already been cleared to land to the departure end of [the heliport]. When tower realized the conflict as the opposing H-60 turned base; he should have told them to standby and called us to cancel our landing clearance and turn us out of the way. Instead he gave a clearance to the opposing H-60 while we were converging; and forced me to take evasive before he was done giving the clearance. Contributing factor may have been the fact that tower was fairly busy with 2-3 other aircraft operating around the airport as we approached on the east corridor.to prevent the issue; I could have called tower when I realized the other aircraft was remaining in the traffic pattern for [the heliport]. To avoid coming as close to the other aircraft; I could have made my evasive turn to the left and used a shallower bank angle; but I was sitting in the right seat and did not have as good a view out the left side and did not want to potentially cause a conflict with traffic on runway 23.

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Original NASA ASRS Text

Title: The Pilot of a Blackhawk H-60 Helicopter had to take evasive action during final approach to avoid another H-60 Helicopter that was departing.

Narrative: I was returning to [the] Heliport after a training flight with Night Vision Goggles (NVG). We had flown the East Corridor route into the Class D and were in communication with Tower 5 miles prior to entering Class D. Prior to entering Class D airspace we were already at traffic pattern airspeed (100 KIAS) and had our landing light on. About 1 km before reaching the highway interchange that sits on the approach path of Runway 23; Tower gave us clearance to proceed for [the heliport]. We turned to about a 090 heading toward [the heliport] to comply and began descending from corridor altitude (1300 MSL) to traffic pattern altitude (900 MSL). As we were crossing the Rwy 23 centerline; Tower cleared us to land on the approach end. He then amended the clearance to land departure half of [the runway]. We read back the clearances both times. At this point I observed another H-60 Black Hawk that appeared to [be] outbound (I did not hear the takeoff clearance; but in retrospect Tower must have cleared them to takeoff from the departure end of [the runway]; and then amended our clearance). I announced the traffic to my crew; and we saw the H-60 turn downwind in traffic pattern. Since we were cleared to land on the departure half of the runway; we figured this other H-60 would extend their downwind slightly and be cleared to land number 2 behind us. As we were about 1.5 km final from the approach end of [the heliport]; we were still at 100 KIAS to avoid delaying the traffic we were expecting to land behind us. At this point the H-60 in the traffic pattern turned base and called tower. Tower cleared them to land number one to the departure end and instructed them to keep their pattern inside of us. As he was issuing the landing clearance to them; I could see we were converging. The opposing H-60 was at our 2 o'clock; so I executed an evasive 45 degree bank decelerating right turn to keep them in sight while allowing them to land first. I instructed my co-pilot to tell tower we were turning and confirm we were cleared to land. She called tower as we were turning and tower asked if we had the opposing H-60 in sight (we did obviously); and cleared us to land number 2 approach end of [the heliport]. We came within about 600 feet of the opposing H-60. I then turned left behind the opposing H-60 and executed a landing and taxi to parking. Neither aircraft was informed by tower of traffic until the opposing H-60 called their base turn. It is often difficult to judge distances at night under NVGs; so the opposing H-60 crew; if they saw us before turning base; may have thought we were over Rwy 23 because they had not been told to expect traffic and land number 2. Tower should not have cleared them to land in front of us since we had already been cleared to land to the departure end of [the heliport]. When Tower realized the conflict as the opposing H-60 turned base; he should have told them to standby and called us to cancel our landing clearance and turn us out of the way. Instead he gave a clearance to the opposing H-60 while we were converging; and forced me to take evasive before he was done giving the clearance. Contributing factor may have been the fact that Tower was fairly busy with 2-3 other aircraft operating around the airport as we approached on the East Corridor.To prevent the issue; I could have called tower when I realized the other aircraft was remaining in the traffic pattern for [the heliport]. To avoid coming as close to the other aircraft; I could have made my evasive turn to the left and used a shallower bank angle; but I was sitting in the right seat and did not have as good a view out the left side and did not want to potentially cause a conflict with traffic on Runway 23.

Data retrieved from NASA's ASRS site 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.