This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative is written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, many details, such as aircraft model or airport, are often scrubbed from the reports.
Was on short final after flying a coupled approach on the RNAV approach.
While approximately .30 miles from the runway and approximately 300-400 AGL, heard a radio call from a helicopter that was on a right base to the runway.
Advised on frequency that I was a Skylane and a very short final and landing.
As I looked up from my display I caught sight of the helicopter just off my nose to the right. Immediately added full power and banked hard to the left in a climbing left turn. Advised on frequency that I was going around and flew south of the field to re-enter a left downwind for the runway. We both landed without incident.
The other pilot met me at my hanger and apologized for his late radio call. We had a discussion about proper traffic pattern entry. I believe that the nonstandard entry of the helicopter to the traffic pattern was a factor.
I also believe that the lack of radio calls from the helicopter was a factor. The other pilot even made the comment that this was a “very quiet little airport and they didn’t have to usually worry about other traffic.”
I’m not saying that I am a perfect pilot by any means but this type of complacency is what causes these type of issues.
I am not a helicopter pilot and do not know all of the regulations that they are bound by for traffic pattern entry, however I believe a more standardized entry and flow would have stopped this from happening.
I also believe standard radio procedures and callouts would have also resolved this.
Primary Problem: Human Factors
ACN: 1907886
If the airport has left hand traffic then helicopters use right hand traffic.
IMHO the “fault” such as it is stemmed from the helo’s lack of communicating its intentions on the CTAF.
The radio is just another tool in the safety tool box.
Please use it.
The fixed wing pilot stated he heard the helicopter pilot state on the radio he was on right base. I don’t know how it can be said the helicopter pilot was not making appropriate CTAF radio calls after what the fixed pilot stated he heard. The obvious issue is the fixed wing pilot was not using a safety pilot while heads down flying an instrument approach, and he did not know that a helicopter in right traffic at an uncontrolled airport was the standard traffic pattern for helicopters. Both pilots have a requirement to see and avoid, bottom line.
Helicopter traffic patterns are right hand traffic, 500′ AGL above the airport elevation, unless otherwise stated. Sounds like the helicopter was in his standard pattern, based on what was stated in the report. I don’t know what the fixed wing pilot considered “non standard” pattern.
Key words in this report are “As I looked up from my display…” Practicing an instrument approach without a safety pilot? Clearly in VFR conditions, so no excuse for not having one set of eyes in the cockpit looking for traffic. Helicopters and fixed wing don’t mix well in the traffic patterns. Lots of fault to share in this non-incident. Hopefully both pilots learned something here.
Neither radios nor ADS-B is required at most non-towered airports.
From the article, it sounds like the pilot was practicing an RNAV approach without a safety pilot who should be looking for traffic.
On VFR days pilots must be vigilant and spend more time looking outside for that slow J3 Cub in the pattern and on short final!
The previous See and Avoid article, I commented on this serious safety issue.
I agree that complacency leads to lack of awareness and poor or lack of communication. The Principles and Expectations within the airport environment are:
Following the “Standard Pattern” is essential.
Communication, Location and Intention is essential.
Expecting See and Avoid will prevent mishaps is a Flawed policy.
Another factor that is often overlooked particularly these days with all the high tech devices used by many, we still legally share the airspace with non radio, non electrically equipped aircraft. Folks are so focused on all their devices and not practicing basic scan outside their aircraft. With the use of ADS-B, pilots tend to become complacent when traffic isn’t detected, feeling a false sense of security.
Prediction: Focus on ADS-B will CAUSE more mid-airs than it prevents.
And what leads you to this astute conclusion? ADS-B, listening to the radio, AND using my eyeballs have all helped me avoid coming together with other aircraft. So why on earth would you not want to use every available resource?
Mark: I think you missed my point. Yes, using your eyeballs is necessary and important. What I was trying to get across was all methods of traffic detection are useful but we can’t forget the non required, non equipped aircraft that share our airspace and there are more than we realize at times. Fly safe my friends.