Narrative:

I was flying a traffic pattern using runway 26 at cma. On downwind abeam the tower I was advised of R-44 traffic (2 aircraft) in the pattern and to report them in sight. I did not see the traffic and reported that to the tower. I was instructed to continue and a landing clearance would be issued when I had them in sight. I continued on downwind; then base and upon turning final I saw one R-44 on short final ahead of me and one on a parking spot near the east end of taxiway G; a short distance from the landing area; with his rotor turning at operating RPM. My assessment was that those two R-44s were the traffic I was advised of in the pattern when I was on downwind. Hence; I reported them in sight and was given a clearance to land. I continued my approach and focused on avoiding the parked R-44s while maneuvering to my parking area. I did not hear any other traffic on the tower frequency at that time. Upon touchdown my ground crew advised that I had overflown an airborne R-44 maneuvering for parking and my rotor wash had caused the R-44 control problems. I was unaware of the third R-44 until then.upon investigation I learned the R-44 that I had flown over had conducted an offset parallel approach approximately 500 feet to my right and was not on tower frequency but on ground; as was the procedure established by the tower. Upon termination of his approach he proceeded to air taxi to his parking area which crossed my final approach path. Neither one of us were aware of each other. The use of two frequencies for landing traffic to the same area caused a lack of situational awareness and control which could have led to tragic results. This was brought to the attention of the FAA inspector and the use of two frequencies for controlling traffic was discontinued.

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Original NASA ASRS Text

Title: Helicopter pilot reported that he flew over another helicopter that was air taxiing after a parallel approach; but was on another frequency.

Narrative: I was flying a traffic pattern using runway 26 at CMA. On downwind abeam the tower I was advised of R-44 traffic (2 aircraft) in the pattern and to report them in sight. I did not see the traffic and reported that to the tower. I was instructed to continue and a landing clearance would be issued when I had them in sight. I continued on downwind; then base and upon turning final I saw one R-44 on short final ahead of me and one on a parking spot near the east end of Taxiway G; a short distance from the landing area; with his rotor turning at operating RPM. My assessment was that those two R-44s were the traffic I was advised of in the pattern when I was on downwind. Hence; I reported them in sight and was given a clearance to land. I continued my approach and focused on avoiding the parked R-44s while maneuvering to my parking area. I did not hear any other traffic on the tower frequency at that time. Upon touchdown my ground crew advised that I had overflown an airborne R-44 maneuvering for parking and my rotor wash had caused the R-44 control problems. I was unaware of the third R-44 until then.Upon investigation I learned the R-44 that I had flown over had conducted an offset parallel approach approximately 500 feet to my right and was not on tower frequency but on Ground; as was the procedure established by the tower. Upon termination of his approach he proceeded to air taxi to his parking area which crossed my final approach path. Neither one of us were aware of each other. The use of two frequencies for landing traffic to the same area caused a lack of situational awareness and control which could have led to tragic results. This was brought to the attention of the FAA Inspector and the use of two frequencies for controlling traffic was discontinued.

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.