Narrative:

I departed on runway 21 at 02C and on my upwind leg at roughly an altitude of 1;600 feet MSL I called waukesha tower; gave them a position report; and asked for a frequency for flight following. Shortly; after I took off from 02C I noticed a helicopter departing waukesha county airport and the helicopter seemed to be on an east heading. I started my turn to the west towards madison and informed waukesha proactively that I saw the helicopter and called the traffic 'no factor' because I saw the helicopter traffic initially head east. Waukesha tower then informed me that the helicopter and my aircraft were on perpendicular converging courses. I saw the helicopter start to head north as I rolled level on a west heading passing through roughly 1;900 feet MSL. To avoid the traffic I then started a slight descent in an effort to create additional spacing also being mindful not to drop below 1;000 feet AGL over the city of waukesha. Waukesha tower at that time informed me that the helicopter had me in sight and then the helicopter flew over the top of my aircraft at altitude unknown. After transitioning out of waukesha's class delta airspace I was given a frequency for milwaukee approach to proceed on VFR flight following. No other issues of significance occurred upon the remainder of my flight.after discussing this scenario with my instructor we determined that I could have made closed left traffic again at 02C and exited the pattern to the west following a complete downwind leg for runway 21. After doing so then I could have then called waukesha tower and requested a frequency for flight following. This may have provided additional spacing between my aircraft and the helicopter traffic. However it could have also put the helicopter traffic behind my aircraft and would have limited my visibility to its position.in the heat of the situation; I was expecting the helicopter to break to the right assuming no additional traffic or safety hazard in accordance with crash fire rescue equipment 91.113(d) and remain clear of my traffic given I was to the helicopter's right converging across its path of flight from right; east; to left; west. But later understood that the helicopter may have not been operating under part 91.

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Original NASA ASRS Text

Title: PA28 student pilot reported an NMAC with a helicopter in the vicinity of UES airport.

Narrative: I departed on Runway 21 at 02C and on my upwind leg at roughly an altitude of 1;600 feet MSL I called Waukesha Tower; gave them a position report; and asked for a frequency for flight following. Shortly; after I took off from 02C I noticed a helicopter departing Waukesha County Airport and the helicopter seemed to be on an east heading. I started my turn to the west towards Madison and informed Waukesha proactively that I saw the helicopter and called the traffic 'no factor' because I saw the helicopter traffic initially head east. Waukesha Tower then informed me that the helicopter and my aircraft were on perpendicular converging courses. I saw the helicopter start to head north as I rolled level on a west heading passing through roughly 1;900 feet MSL. To avoid the traffic I then started a slight descent in an effort to create additional spacing also being mindful not to drop below 1;000 feet AGL over the city of Waukesha. Waukesha Tower at that time informed me that the helicopter had me in sight and then the helicopter flew over the top of my aircraft at altitude unknown. After transitioning out of Waukesha's Class Delta airspace I was given a frequency for Milwaukee Approach to proceed on VFR flight following. No other issues of significance occurred upon the remainder of my flight.After discussing this scenario with my instructor we determined that I could have made closed left traffic again at 02C and exited the pattern to the west following a complete downwind leg for Runway 21. After doing so then I could have then called Waukesha Tower and requested a frequency for flight following. This may have provided additional spacing between my aircraft and the helicopter traffic. However it could have also put the helicopter traffic behind my aircraft and would have limited my visibility to its position.In the heat of the situation; I was expecting the helicopter to break to the right assuming no additional traffic or safety hazard in accordance with CFR 91.113(d) and remain clear of my traffic given I was to the helicopter's right converging across its path of flight from right; east; to left; west. But later understood that the helicopter may have not been operating under Part 91.

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.