Narrative:

During a visual approach to runway 33L in baltimore; the approach controller advised us of traffic to be aware of; aircraft Y at 1;000 feet MSL that was moving from right to left and would be crossing 'mid-field'. Now on tower frequency; we saw aircraft Y and were informed that its pilot had us in sight and was instructed to maintain visual separation with us. At first it appeared far enough away to not be a factor. However; as aircraft Y crossed the airport property; its trajectory seemed to be on a perfect collision course with where we would end up in the event of a go-around; and uncomfortably close. My main concern was how close aircraft Y was to our airplane on short final as it crossed 'mid-field' and that; if I had to go around; what the reaction time of the controller would be 1. Processing the situation; 2. Reaching aircraft Y's pilot and; subsequently; 3. Aircraft Y's pilot's reaction time. Although I did not voice my concern to the controller; I did quickly discuss with the first officer options if we had to go around. My estimation is that a collision could have happened within 5-7 seconds of the initiation of a go-around; even accounting for my planning. We landed without a TCAS alert and without incident. At the gate; I telephoned the tower to discuss my concerns. I asked what their plans were in the event of a go-around. The controller (didn't get name or specific title) informed me that this situation happens several times daily and they would have immediately instructed the helicopter pilot to take evasive action. He said that they have discussed the scenario several times before and have actually had traffic alert issues in the past; but perhaps could revisit it given the close proximity this time. End phone call.a simple solution is for ATC to have aircraft Y pause until a potential go-around by the airplane is not an issue or have aircraft Y take a different route altogether. I'm not trying to get anyone in trouble. I just think that this situation isn't necessary. Why allow such an elevated risk? Could there be some complacency here because of how frequently helicopters are allowed to do this? And; if so; how much reaction time is sacrificed due to complacency?

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Original NASA ASRS Text

Title: Pilot reports of a problem with a helicopter that would be in conflict with them as it crossed midfield and they were on short final. The crossing aircraft looked closer to the pilot then midfield and he was concerned how close they would be if they had to make a missed approach.

Narrative: During a visual approach to runway 33L in Baltimore; the Approach Controller advised us of traffic to be aware of; Aircraft Y at 1;000 feet MSL that was moving from right to left and would be crossing 'mid-field'. Now on tower frequency; we saw Aircraft Y and were informed that its pilot had us in sight and was instructed to maintain visual separation with us. At first it appeared far enough away to not be a factor. However; as Aircraft Y crossed the airport property; its trajectory seemed to be on a perfect collision course with where we would end up in the event of a go-around; and uncomfortably close. My main concern was how close Aircraft Y was to our airplane on short final as it crossed 'mid-field' and that; if I had to go around; what the reaction time of the controller would be 1. processing the situation; 2. reaching Aircraft Y's pilot and; subsequently; 3. Aircraft Y's pilot's reaction time. Although I did not voice my concern to the controller; I did quickly discuss with the first officer options if we had to go around. My estimation is that a collision could have happened within 5-7 seconds of the initiation of a go-around; even accounting for my planning. We landed without a TCAS alert and without incident. At the gate; I telephoned the tower to discuss my concerns. I asked what their plans were in the event of a go-around. The controller (didn't get name or specific title) informed me that this situation happens several times daily and they would have immediately instructed the helicopter pilot to take evasive action. He said that they have discussed the scenario several times before and have actually had traffic alert issues in the past; but perhaps could revisit it given the close proximity this time. End phone call.A simple solution is for ATC to have Aircraft Y pause until a potential go-around by the airplane is not an issue or have Aircraft Y take a different route altogether. I'm not trying to get anyone in trouble. I just think that this situation isn't necessary. Why allow such an elevated risk? Could there be some complacency here because of how frequently helicopters are allowed to do this? And; if so; how much reaction time is sacrificed due to complacency?

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.