Robinson R22
Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Rotorcraft; Flight Crew Instrument
Flight Crew Last 90 Days 110; Flight Crew Total 3400; Flight Crew Type 300
Communication Breakdown
Conflict NMAC; Deviation / Discrepancy - Procedural FAR
Flight Crew Landed As Precaution
Human Factors
I departed ZZZ East ramp in [a] R22 with a private pilot student for pre-solo training at ZZZ1. We practiced emergency procedures en-route. After listening to ZZZ1 ASOS we determined to set up to enter the traffic pattern for Runway XX. 8 miles west from ZZZ1 we announced our location on CTAF and identified there were two airplanes in the pattern. We entered a 45 degree left downwind for Runway XX at ZZZ1 at 1;100 ft. and 75 kts. We announced and turned left base for Runway XX at 900 ft. and 60 kts. during which I could see Aircraft Y in a close left downwind. We announced turning final and turned final on Runway XX rolling out at 300 ft. AGL (900 ft. MSL) and 60 kts. I instructed the student to perform a normal approach to the approach end of Runway XX and terminate to a 3 ft. hover directly over the numbers (just as would be required during solo or a check ride). The student initiated his normal approach at the normal 10 degree angle required. I then heard Aircraft Y announce he was on final for Runway XX and had the helicopter in sight. I assumed the airplane had misjudged his spacing in the traffic pattern would either adjust his airspeed; perform turns for spacing; or go around. This is not uncommon and simple courtesy to the lower aircraft. On short final for Runway XX I looked out the left rear of the helicopter and could see Aircraft Y on short final right behind us. Aircraft Y asked me my intentions on CTAF. I replied that I intended to complete a landing to a hover at the approach end of Runway XX and then conduct a normal takeoff. Three things were on my mind. First; an aircraft on final and at a lower altitude always has the right of way. Second; I wanted the student to have the opportunity to conduct a normal approach to a hover just as he will be required to do during upcoming solo flight and his PPL checkride. Third; I need to access the student's ability to terminate the landing to a stationary hover. I asked Aircraft Y if he intended to 'go around' as it was clear either we would have to rush off the runaway; before completing the landing; or Aircraft Y could go-around. Aircraft X immediately replied with a complaint over CTAF stating that 'you little black helicopters are hogging the runways here and as a local pilot I can tell you that we are sick of you'. Just as I decelerated to a 3 ft. hover over the numbers for Runway XX I heard the sound of an airplane at high rpm overhead. I looked up to see Aircraft X directly over my helicopter about 20-30 ft. As he overflew me; he stated; 'he intended to report me to the FAA' and requested my name. I provided my tail number for his use as I did not want to provide my name over CTAF. I then contacted Aircraft Y over CTAF and requested that he not over fly my aircraft (for fear of collision) and that I will work with him to gain proper spacing in the pattern. Aircraft Y insulted me over CTAF and challenged me to a physical altercation. I instructed the student hover taxi to the parallel taxiway for Runway XX. I then noticed a pickup truck [surveying] our helicopter. I instructed the student to land on a nearby taxiway intersection near parking and go to idle. I exited the helicopter and approach the truck. I greeted the driver of the white truck with a handshake; introduced myself; and asked if there was an issue. I was told by the driver that they are reporting me to the FAA and they are just 'sick of our little helicopters that are difficult to see and tie up the runways for airplanes.' I sympathized with the driver but told him this is a public airport and that we have a right to conduct flight training here just as much as anyone; provided we all adhere to the rules. Furthermore; I told him that the airplane made an error in spacing by turning downwind; base; and final too quickly and essentially attempted to push me off the runway while conducting a landing. I told the driver that I am sorry this happened; but I feel the airplane did not adhere to Part 91 Right of Way rules to a lower aircraft on final. I gave the driver my number and told him I'd be more than happy to work with him on any future issues. We shook hands and went separate ways. I returned to the helicopter and returned directly to ZZZ. My chief concern with this incident is that the airplane should not have rushed or crowded another aircraft on final approach. A change in speed; turns for spacing; or a go-around were all options for the airplane pilot. Furthermore; executed a go around directly over and in close proximity to another aircraft is dangerous. What if I had directed the student to execute a go around or immediate takeoff (because we were being rushed on final and had climbed up into the airplane. As a military aviator and civilian helicopter and airplane pilot of over XX years I had always striven to fly with the utmost safety and friendliness. I preach this to my students; and I hope that all Aviators practice this as well. My goal is simply to encourage friendly; smart; and safe flying by all pilots at both ZZZ and ZZZ1.
R22 Instructor reported that during a training flight while hovering over the runway numbers an aircraft in the pattern flew directly overhead them and made threatening comments over CTAF.