J3 Cub
Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 100; Flight Crew Total 18000; Flight Crew Type 5000
Confusion; Situational Awareness
Conflict NMAC
Airport; Human Factors
Turned close-in downwind and had received and acknowledged a clearance for the option 28L. Traffic called - helicopter southeast at 800 FT responded 'looking; I'm at 1;200.' Looking out the right side for chopper. Very close to the airport; assumed I was inside the chopper traffic. Faster aircraft behind me.At the abeam point Tower again cleared me; stating I was number one. I again recited 28 left with my abbreviated N-number; and said 'I will make it quick;' thinking that the Stearman behind me was gaining. Again; I thought the helicopter was southeast of my position; and was not aware he was landing.He saw me first; and took evasive action. This was very close to the airport. I did not see him until it was over - he was above me; framed in my windshield.
While returning to MYF in Astar helicopter a near midair occurred. I was manipulating the controls from the right front seat. I was cleared for landing at my own risk (our pad is at a non-movement area.) While executing a steep approach to the dolly; I heard [another crewmember] voice his concerns regarding a Cub flying toward us. A 'VERY' short time later I heard both [other crewmembers] say in an emergency tone of voice; 'Pull Up.' Our helicopter was less than 40 KTS; less than 300 FPM rate of descent; approximately 300 to 400 AGL and very short final. I immediately pulled the collective up to arrest the descent rate and observed the Cub come out from under the right side of the helicopter. I was unable to safely continue the approach to the dolly so I executed a 360 to return for landing. This situation could have been avoided if the operator of the Cub would have not deviated from ATC instructions as he/she executed a very short approach without authorization. Piper Cub was on base leg at the approach end of Runway 28 instead of the FAR/AIM prescribed 1/4 mile.
Although not yet in visual contact with helicopter traffic in the pattern the pilot of a Piper J-3; number one for the runway; set up for a short final and experienced an NMAC with the traffic.