If you buy one with SAS (stability augmentation system) fitted you might find the yaw channel can mask the true required pedal position (this is at low speed or in the hover) - this can lead to a yaw to the left which seems not to respond to an initial input of right pedal and may lead you to believe you have a TR problem (the myth of fenestron stall). Be prepared to apply full right pedal and hold it until the yaw ceases - Aerospatiale demonstrated a recovery from more than 120 degrees per second.
SAS and stick trim do make the aircraft easier to fly and reduce cockpit workload.
When you are cranking along at IPS or MPS (intermediate and maximum pitch settings for the cruise - 13.5 and 14.5 degrees IIRC), lower the lever if you need to turn right quickly to avoid massive torque spikes and the flashing red light on the torquemeter.
Be religious in checking the fuel filler cap for security - the intake for the engine is above the fuel cap and introducing fuel to a jet engine before the combustion chamber is not healthy.
Don't break the perspex bubble - it is expensive and a bugger to refit. Don't expect it to stop birds either, at 120 kts a pigeon makes a hell of a mess of the cockpit (and the pilot).
Recovery from jackstall (and you have to be fairly brutal to induce it) is to lower the lever and reduce the severity of the manoeuvre ie unload the disc by moving the cyclic forward.
If you have dual controls fitted, make sure the LHS harness is properly secured if you are flying solo as the groin strap with the box on can flop forward and restrict aft cyclic movement.
Above all have loads of fun with it as it is a great machine to fly.