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.
I was conducting private pilot training with focus on landings at Auburn Municipal Airport (S50) in Washington with a student.
On the third consecutive lap and making calls on each leg of the pattern, Aircraft Y (a helicopter) reports departing Taxiway A south departure.
We are currently in downwind for Runway 34 and I spot the aircraft starting to depart but lose them shortly thereafter.
After turning base and reporting turning base. I still did not see the aircraft.
As we neared final they appeared off the nose.
We made an immediate turn towards the runway to avoid further conflict.
The helicopter’s position was aligned with final for the runway in use, 34.
After avoiding conflict and stabilizing the aircraft I asked over the radio that the helicopter avoid flying up final with traffic in the pattern.
They responded with that they were not and that it was my fault for being so close.
I spoke up and advised that we turned early because they were on final.
They responded with to contact the airport manager if I had a problem with them.
I believe that this was a very hazardous attitude to take with safety and that the pilot did not really care who he cut off and that it was the plane’s responsibility to move for him.
If the pilot had departed into the wind and followed a standard departure there would not have been a conflict.
Primary Problem: Human Factors
ACN: 2030130
Being at a lower altitude would not allow helo to fly contrary to established traffic pattern. Hopefully contact was made with the airport manager and a complaint was made.
Wow life fight. Maybe an exception I don’t know but maybe constant communication should going on?
In my experience hate to say this but I’ve had numerous run ins with Helos , it’s like rules are for everyone else . I’ve seen them fly right across uncontrolled airports with not even one call . Hover in one place over the runway despite 3 calls that I was on final causing me to go around . Cutting me off on final … on and on , to put it in perspective I’m a 23000 hr pilot , flown numerous aircraft up to the left seat of 4 engined jets . All the incidents with helos occured while flying in the pattern with my single engine fixed wing .
As an old airport manager, with, among other things, 4,000 hrs of helo, CFI F/W & R/W n stuff. The helo was just flat wrong. The written intent of the regs should put his departure perpendicular to and at (500’ agl) an altitude below the up/down wind legs so that it doesn’t conflict with traffic. This pilot turned INTO departing traffic that was in the proscribed pattern traffic. Poor piloting, poor judgement. Much of that 4,000 helo hrs is USCG often on SAR or “critical” flights. There is ALWAYS time for safe, good judgement…..ALWAYS..
He broadcast a south departure, might have been prudent to ask his position and intent when you lost him. It would be expected the helo was moving somewhat slower than you. You didn’t mention altitudes.
Departing directly opposite the direction traffic on final will be is really stupid, and extremely dangerous.
Helicopter pilots are supposed to ” avoid the flow of fixed wing aircraft ” so, by the FAA definitions this is what they are directed to do . They are not supposed to do the same patern as the fixed wing pilots. Taking off from taxiways and going the ” wrong” way is the right thing to do for Helicopter operations. BUT, Of course, see and avoid, and announce your intentions , and do it in a safe and non reckless manner.
Michael, I’m just backing you up: FAR 91.126,b,(2) is where this is specified. That Helo was not to be in the flow of fixed wing aircraft. I didn’t look up the life flight type operations, they may have an exception.