Tell us something you do from which others might learn - Priceless Tips (Merged)

[cyclic flare]

Check the carb heat gauge against the OAT.

This can only be done in the hangar. Sun will effect the OAT

[B Sousa]

Cyclic.......Carb Heat?? They havent had that in real Helicopters in years...............

[Jcooper]

Had a similar experience as the first post...during my Comm checkride a while ago the DPE chopped the throttle in which I did the natural response but I couldnt get the cyclic back far enough to keep the nose up....the cyclic had caught on my knee board which resulted in instant panic....

One thing I always do is run my hand down the side of the fuselage...no real reason for this, just started it when I worked around 737s and it stuck with me, ended up catching my hand on a bad lock for the reverser panel....a little of a good luck pat

[James Roc]

Robbies don't come with lockable fuel caps but for peace of mind use some white tape and tape down both fuel caps when leaving the helicopter out in the open where it's vulnerable so as you can immediatly ascertain whether it's been interfered with. Lockable fuel caps that were designed for the MG Rover fit perfectly but you have to put the originals back on prior to flight otherwise one is not covered by insurance in the unlikely event that a cap comes off!

[helimatt]

Never wear nylon clothing when flying, only natural fibres. In a fire it could be the difference between days in hospital and months. Further to this it's handy to have a serrated edged knife clipped to your belt or on a short lanyard that can be removed and opened with one hand, to cut free from seatbelt/harness webbing if the buckle is damaged in the accident

[Camp Freddie]

I have a pathologic inabilty to follow good advice, but when I remember my good advice is

1. look at the CWP just before you press the button to check critical items e.g rotor brake is off
2. look at the CWP just before you lift off to check all captions are out, embarrasing if you lift with the SAS off and are then struggling for a few seconds etc.
3. personally check fuel caps.
4. personally check all panels shut and tie downs removed.

I have come close to screwing up with all of these. I think most people have

[Bruised Armpit]

I always make the engineer who did the work come with me on test flights. They always take one last look if they are going too, and if they won't go, I won't go!

[Hughes500]

A few

1. Make sure APU is disconnected before taking off

2. Check cylic frictions are off before pulling pitch

3. Do not let anything interupt you while doing preflight inspection

4. Take your wallet with you

5. Check interior lights work in the daytime, before flying home after a long day and discovering instrument lights are us

6. Phone the refueling stop to make sure : bowser is working, they have fuel, they are not on a 3 hour lunch break ( France ), refueler has not gone home early ( France )

7. A taxi ride home is usually cheaper in bad weather

[Crashondeck]

Here one or two that I use:-

Phone ahead to your destination for information on their arrival procedures.

Always fully brief practice emergencies to students.

And most important:

Check everyone/thing is clear before you hit the starter, check above and behind before departing and always, ALWAYS check where you are about to put your tail rotor

[rotorcraig]

4. Take your wallet with you

Very embarrasing if you forget this on your QXC Particularly on your second landing by which time you know you haven't got it and have to feign surprise

RC

[John Galt]

1/ assume nothing

2/ always do a `walk-around' before t/o

3/ before start, do a `BART' check (B-blade untied,A-area clear,R-rotorbrake stowed,T-throttle is closed

4/ never turn down-wind below 500' agl (some exceptions )

5/ always brief pax even if they are very `frequent flyers'

6/ always obtain wx

7/ always do a pre-flight

8/ never get complacent even when having done the same task repeatedly all day

9/ never land with the tail pointed in the direction of where your pax are about to walk towards

10/always do a pre-take off/landing cx, I use the mnemonic `FISH'
F-fuel=sufficent, floats=armed if required, frictions=off
I-instruments=set/in the green/normal
S- switches= on/normal/part sep on if required,anti-ice=as req.
H-hatches/harnesses secure

[Xnr]

Here are some for EMS ops....

2,3, or 4 are always greater than 1.

Always come home at the end of your shift....thanx WH

Cheers

[overpitched]

When you should check something.. and you hear those little words in your head "she'll be right" .... Make youself check it twice !!.

When you are first walking out to the machine, thats the time to be looking at the wind, feeling the temperature, noticing the obstacles, the way the aircraft is parked, etc. Get ahead of the game before you're on the field and stay ahead.

[Whirlybird]

Always be willing to ask for advice. Suppose you notice something on the "A" check that doesn't look right, and you don't think it's serious but you aren't sure - get some advice. Maybe you ought to know, maybe you think you'll look an idiot for asking, but who cares; it's more important that you get it right.

[MD900 Explorer]

There are some good pneumonics out there for various things, but if you remeber P to the Power of 7 then you won't go wrong, no matter what aircraft you are in:

Proper
Preparation &
Planning
Prevents a
Pretty
Poor
Performance.


Know your aircraft. If you don't....Get to know it. Use a visual reminder in the cockpit if you are long lining like velcro reminders on the instrument panel.

Always know your limitations...better to be safe than dead i say!

MD 900

[paco]

Always do a clearing turn and check behind you before taking off.

Phil

[Watchoutbelow]

Always Check skids are clear

Never ever Assume, anything.

If approaching an aircraft with rotors spinning, Duck right down, no matter how short you are.

Be 100% sure you can do a clearing turn safely, sometimes its not an option, but always check above, to the side and behind you.

Do not turn Crosswind below 300 feet after take off.

Again, do not assume just because an area is green it is a safe forced landing area, its impossible to see a 10 degree gradient slope from 1000 feet, and sometimes a forced landing in the rough is better then landing in a watterlogged patch or swamp marsh, familiarise yourself with the terrain en route and how the weather may change it.

Make sure your shoulder harness and seat belt are very securely tightened.

Know your fuel, but do not rely on the fuel gauge, the lower your fuel gets the less reliable it can be on some aircraft.

When planning an approach, plan to go around, unless everything is absoloutely perfect, if not, screw it, go around and do not give it a second thought.

[Hedski]

Always check doors are SECURELY closed, (anyone else had fun with 206 doors from inside?)

Do a little post-flight, check the place with noisy bits isn't covered in dark messy stuff!

I'm a big advocate of using checklists, regardless of time/experience.

Remember, if it's going to go wrong, it will........at the worst time in the worst place. Sods law!

Stay over the green bits in SE heli's, don't fixate on your landing site, keep your scan going (instruments/lookout).

Most accident reports I've read are due to cumulative factors, not just one!

That little walkaround already mentioned has saved many lives, the one thing everyone should come away with from this thread me thinks!

Best thread I've seen so far, go forth and circulate the knowledge!

[IHL]

Steve I got to question:
"2) If you take the fuel cap off - put it on your seat. Be religious about this one."

Fuel caps are suppose to have a landyard on them and therefore unless the landyard is extremely long it would be difficult to put on your seat.

I always check NOTAMs, (if available at destination).

[ShyTorque]

Leave all your non-flying related problems on the ground. There's enough to worry about up there already.