Narrative:

There is a parallel taxiway 40 feet east of the runway. The runway and taxiway are paved; with a grass infield in between. The airport is surrounded by tall trees. Traffic makes left turns for both runways. There is no control tower; no monitored unicom. I was approaching to land with the wind out of the north/northeast at estimated 8-10 knots. Traffic was using runway xx. I was about to turn on to the '45' leg when I heard a male voice on the radio say that a helicopter was 3 miles out for runway xx. I assumed that meant he was making a long straight-in approach. I announced that I was on a 'left hand 45' for runway xx. Just as I turned onto the downwind leg; the helicopter announced 2 miles out for runway xx. By that time there was another airplane behind me on the '45'. When I reached the point where I would usually turn to the base leg; I saw the helicopter. I realized that if I made the base turn; we would both be occupying more or less the same space when I got to final. I extended my downwind leg and announced on the radio that I was still in the pattern but the pattern would be extended. I asked the helicopter if they would exit the runway quickly or if they would be there for a while; so that I could properly space my approach behind them. A lot of 'training' helicopters come to this airport to practice. Some of them land and loiter for a while on the runway before they take off again. A female voice replied that they would 'take the taxiway'. I made my turn to base and subsequently to final; announcing both turns on the radio. I saw the helicopter land on the taxiway; near the runway threshold.I was on short final; several seconds from landing; when the male voice in the helicopter announced that they were taking off. I keyed the mike and said that I was on short final and didn't think it would work if the helicopter was taking off. The female voice from the helicopter said. 'We're on the taxiway.' I assumed that meant they would wait on the taxiway while I landed. I flared and was about to touch down when I realized that the helicopter was lifting off from taxiway 40 feet to my right and not far ahead of me. I had about 2 or 3 seconds to decide whether I should continue my landing or go around. I ruled out a go around. There would be 40 feet (or less) of separation between my airplane and the helicopter; while my attention would be divided between the helicopter and configuring my airplane for the go around. I could not increase separation by offsetting to my left because of the trees. I knew that the pilots in the helicopter probably couldn't see me because I was behind them. So I landed and immediately applied heavy breaking to try to stay behind the helicopter. In spite of heavy breaking; I quickly found myself beside the helicopter; 40 feet to my right and about 15-20 feet above me and accelerating while I decelerated. I taxied to parking and then walked back past the hangars to view the runway area. For the next several minutes; the helicopter flew the traffic pattern; hover taxied up and down the runway; hovered over parts of the runway while doing peddle turns; etc. It was quite apparent that this was a training flight. It looked like a male in the right (PIC) seat. I did not have a clear view of the occupant of the left seat. (My 'best guess' is that the male was the student and the female was the instructor.)there were two conflicts; and one other major concern. The first conflict was caused by a relatively slow helicopter that flew a long straight-in approach; disregarding the FAA's established traffic pattern procedures; forcing faster fixed wing aircraft to deviate from a normal traffic pattern. The second and much more dangerous conflict was caused by a helicopter that took off in clear and deliberate violation of far 91.113 (g). I was landing; the helicopter was taking off; and the exchange on the radio shows that the helicopter pilot(s) knew that. If I had had to go around for any reason;or if the helicopter would have had an emergency and had to land; or if the helicopter had drifted to their left in the crosswind early in the takeoff; all bets are off as to the outcome. (I shudder to think what might have happened if more than one of those things had happened at about the same time. That would be a near-perfect setup for a collision.) I have another serious concern. I am a CFI. It was quite apparent that this was a training flight. It looks like the instructor in the helicopter is teaching the student that these improper; dangerous and illegal operations are okay.

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Original NASA ASRS Text

Title: PA28 pilot experiences an NMAC with a helicopter that had arrived ahead of him and elected to depart from the parallel taxiway; as the reporter was touching down.

Narrative: There is a parallel taxiway 40 feet east of the runway. The runway and taxiway are paved; with a grass infield in between. The airport is surrounded by tall trees. Traffic makes left turns for both runways. There is no control tower; no monitored Unicom. I was approaching to land with the wind out of the north/northeast at estimated 8-10 knots. Traffic was using runway XX. I was about to turn on to the '45' leg when I heard a male voice on the radio say that a helicopter was 3 miles out for runway XX. I assumed that meant he was making a long straight-in approach. I announced that I was on a 'left hand 45' for runway XX. Just as I turned onto the downwind leg; the helicopter announced 2 miles out for runway XX. By that time there was another airplane behind me on the '45'. When I reached the point where I would usually turn to the base leg; I saw the helicopter. I realized that if I made the base turn; we would both be occupying more or less the same space when I got to final. I extended my downwind leg and announced on the radio that I was still in the pattern but the pattern would be extended. I asked the helicopter if they would exit the runway quickly or if they would be there for a while; so that I could properly space my approach behind them. A lot of 'training' helicopters come to this airport to practice. Some of them land and loiter for a while on the runway before they take off again. A female voice replied that they would 'take the taxiway'. I made my turn to base and subsequently to final; announcing both turns on the radio. I saw the helicopter land on the taxiway; near the runway threshold.I was on short final; several seconds from landing; when the male voice in the helicopter announced that they were taking off. I keyed the mike and said that I was on short final and didn't think it would work if the helicopter was taking off. The female voice from the helicopter said. 'We're on the taxiway.' I assumed that meant they would wait on the taxiway while I landed. I flared and was about to touch down when I realized that the helicopter was lifting off from taxiway 40 feet to my right and not far ahead of me. I had about 2 or 3 seconds to decide whether I should continue my landing or go around. I ruled out a go around. There would be 40 feet (or less) of separation between my airplane and the helicopter; while my attention would be divided between the helicopter and configuring my airplane for the go around. I could not increase separation by offsetting to my left because of the trees. I knew that the pilots in the helicopter probably couldn't see me because I was behind them. So I landed and immediately applied heavy breaking to try to stay behind the helicopter. In spite of heavy breaking; I quickly found myself beside the helicopter; 40 feet to my right and about 15-20 feet above me and accelerating while I decelerated. I taxied to parking and then walked back past the hangars to view the runway area. For the next several minutes; the helicopter flew the traffic pattern; hover taxied up and down the runway; hovered over parts of the runway while doing peddle turns; etc. It was quite apparent that this was a training flight. It looked like a male in the right (PIC) seat. I did not have a clear view of the occupant of the left seat. (My 'best guess' is that the male was the student and the female was the instructor.)There were two conflicts; and one other major concern. The first conflict was caused by a relatively slow helicopter that flew a long straight-in approach; disregarding the FAA's established traffic pattern procedures; forcing faster fixed wing aircraft to deviate from a normal traffic pattern. The second and much more dangerous conflict was caused by a helicopter that took off in clear and deliberate violation of FAR 91.113 (g). I was landing; the helicopter was taking off; and the exchange on the radio shows that the helicopter pilot(s) knew that. If I had had to go around for any reason;or if the helicopter would have had an emergency and had to land; or if the helicopter had drifted to their left in the crosswind early in the takeoff; all bets are off as to the outcome. (I shudder to think what might have happened if more than one of those things had happened at about the same time. That would be a near-perfect setup for a collision.) I have another serious concern. I am a CFI. It was quite apparent that this was a training flight. It looks like the instructor in the helicopter is teaching the student that these improper; dangerous and illegal operations are okay.

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.