Helicopter
Flight Crew Instrument; Flight Crew Rotorcraft; Flight Crew Commercial; Flight Crew Flight Instructor
Flight Crew Last 90 Days 150; Flight Crew Total 2300; Flight Crew Type 2300
Training / Qualification; Workload; Communication Breakdown; Situational Awareness; Time Pressure
ATC Issue All Types; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Flight Crew Took Evasive Action
Human Factors; Weather; Procedure
During approach to final; I took evasive action to avoid a collision with an airplane. We were both cleared to land on the runway and approached from different angles; different altitudes; and different speeds at the same time. I landed on the parallel taxiway to avoid a collision causing a taxiway incursion. The issue began as I approached the airport from downwind to final and became critical in the last moments of my final approach to land. I was approaching the airport at the end of a tour and part of our pre-determined routes take us over ZZZ1; about 1 mile directly off of the departure of Runway XX and about 1.5 miles north of the airport. Typically; with north flow; we pass ZZZ1 and make a gentle turn to the left and intercept the downwind leg. The controller had instructed me to enter the downwind leg parallel [to] Runway XX and cleared me to land the same.As I approached ZZZ1 from the north; the controller asked me if I knew which runway I was to use. I replied to the affirmative and repeated the landing instructions as he gave them to me; 'Right downwind for Runway XX; cleared to land.' He replied that it looked like I was making my approach to Runway XY. I reassured him I was a mile north of the centerline and clear of the departure end. He reminded me I was to enter the right downwind for Runway XX; by now; I was firmly established on an unmistakable downwind. I descended and began my base turn; then the base to final leg; which would have put me right on the runway as instructed.As I began to pass over the parallel taxiway and descend to the runway; I saw an airplane passing over the threshold to my left. At this point I knew that if I continued the approach; I would be hit from behind by the airplane. I visually cleared Taxiway XX; parallel [to] Runway XX; [and] saw that it was clear all the way down to the fuel pumps at the opposite end of the airport. There were no aircraft taxiing from the ramp on my right to the taxiway; and there were no aircraft taxiing off of the runway to my left. Given the aggressive maneuver and attitude of my aircraft; my speed; my altitude; and the current gusting wind conditions; I determined that the taxiway was my best option with regard to safety. I committed to and continued my approach to the taxiway; helicopters landing and departing from this taxiway is a normal and regular occurrence. While doing so; I immediately called the Tower over the radio and asked him to confirm my landing clearance; 'Could you verify; was I cleared to land on Runway XX or Taxiway XX parallel Runway XX?'. He told me once again; he cleared me to land on the runway and from his tone I could tell he was angry at me and demanded to know why I made the approach to the taxiway. I told him; 'Because there is an airplane on the runway; we would have collided.' He and I had some back-and-forth over the radio before he instructed me to call the Tower when I landed; which I had already intended to do. Then; he cleared me to land on the taxiway after I was already in a 4-ft. hover over the taxiway. After landing and securing my aircraft; I called the Tower.He was obviously angry at the situation and demanded to know why I went to the taxiway. I told him I didn't have another option; it was the safest place for me to go given my current flight condition. He told me I was supposed to pass behind the airplane and then land on the runway. I told him until I visually saw the airplane over the runway; I had no idea it was there. I asked him why I didn't get a traffic advisory; why didn't he tell me I was number two for the runway; why didn't he inform me there was another airplane that close to me going to the same place I was going at the same time. I don't recall what he told me next but I believe it was something else implying I was in the wrong. It was outrageous enough to anger me and remind him that I am the pilot in command of my aircraft and I am responsible for the safety of myself; my passengers; my aircraft; and my surroundings; I do not have the luxury of a computer screen that tells me where other traffic is in relation to me in my aircraft - that that is his job. He told me he 'didn't have time for this' and hung up on me. I noted that there was not a lot of chatter on the radio at the time of the incursion and afterwards. I believe one fixed-wing student pilot and instructor in the pattern; one Cessna taxiing to park on the other side of the airport; and myself. This controller is relatively new to the airspace although he had worked it several years ago; up until Date if I remember correctly. He does not seem to be aware of our pre-determined tour routes as he should be; certainly by now. He has a habit of issuing me a landing clearance while I am outside the airspace; and at the last moment when I am already established and committed to that landing area; diverting me to another. For example; he will clear me to land on the runway and then move me to the taxiway as I am on short final. Making that transition; even as gently as possible; makes some of my passengers - most of whom have never been in a helicopter - very anxious. There is very little consistency with him whereas with every other controller; I know exactly what to expect and how to work cohesively with them. Furthermore; he seems to be easily angered or frustrated and will take a less-than-professional tone with the offending pilot or aircraft for the remainder of the day. This has caused a lot of problems with new students who are just learning to talk on the radio or are still developing confidence in their radio abilities. In the past I have tried to schedule students who are new to radio operations around his schedule so they do not have to deal with him.
Helicopter pilot reported an NMAC while turning onto final approach; which led the pilot to take evasive action and land on a parallel taxiway. Pilot stated that the Tower Controller had not advised of the conflicting aircraft.