Tell us something you do from which others might learn - Priceless Tips (Merged)
Join Date: Nov 2000
Location: Sunrise, Fl. U.S.A.
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Whenever I fly, I keep in the back of my mind a simple little question: "How will this look in the report if something happened right now?" The crux of it is: Can I justify what I'm doing as safe and responsible, not careless and reckless?
"There are only TWO things that you can control in your professional pilot career, your integrity and your reputation".
The above ties right into it.
- Never let my first paragraph interfere in your making a "confession" if you have placed yourself into a bad position in flight, on the ground, etc.
Too many good people have died just due to vanity and not speaking up, asking for help when needed, etc.
- Have a plan for ______ (insert stuff here), but more importantly, stick to it!
- In God I may trust, but everything else I CHECK.
All the rest that I can think of have already been brought up by other members here, a wonderful thread.
Join Date: Mar 2002
Location: Dansaff
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1. Your first instinct is normally correct.
2. Never pass Gas.
3. If in doubt then there's no doubt.
4. Check the Met.
5. Never trust anyone elses planning.
6. Do your own pre flight and walk round.
7. Always expect the unexpected.
and finally...... remember that experience is something you get just after you needed it most!
and another thing... there are no stupid questions!
For SE helis
1. The wind will bite your ass if you forget about it.
2. Always have somewhere to go if the donkey stops.
2. Never pass Gas.
3. If in doubt then there's no doubt.
4. Check the Met.
5. Never trust anyone elses planning.
6. Do your own pre flight and walk round.
7. Always expect the unexpected.
and finally...... remember that experience is something you get just after you needed it most!
and another thing... there are no stupid questions!
For SE helis
1. The wind will bite your ass if you forget about it.
2. Always have somewhere to go if the donkey stops.
"Limitations" are for "Normal" situations.
Tea too hot to hold...Tea too hot to drink.
Never squat with yer spurs on!
Always use the single dissenting vote rule...anyone can holler whoa!
Tea too hot to hold...Tea too hot to drink.
Never squat with yer spurs on!
Always use the single dissenting vote rule...anyone can holler whoa!
Join Date: Oct 2001
Location: Fort Lauderdale, FL
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I always try to stay upwind of hazards such as towers and wires, and inhospitable terrain such as forests. That way, if I my engine quits and I have to autorotate, my turn into the wind will automatically lead me away from those obstacles. Nifty, eh?
Hey Wiz,
Aren't they zip tied on?
I reckon I have a helmet for you. Will contact you in next couple of weeks. Please excuse the delay. Also saw NAH engineer at HAI....!!!!!! I was stunned
Seems like a good bloke.
On the subject of lessons learned.
Glen Hemepo taught me a valuable lesson. If you can and there is little reason not too - WEAR A HELMET!
Glen is no longer here and the only mark on him was an impact to the temple. Sad for everyone including his fiance due to be wed two weeks from the accident.
Think about it.
If you survive you might end up a vegetable or worse. See it everyday in the EMS scene as a result of car accidents.
Aren't they zip tied on?
I reckon I have a helmet for you. Will contact you in next couple of weeks. Please excuse the delay. Also saw NAH engineer at HAI....!!!!!! I was stunned
Seems like a good bloke. On the subject of lessons learned.
Glen Hemepo taught me a valuable lesson. If you can and there is little reason not too - WEAR A HELMET!
Glen is no longer here and the only mark on him was an impact to the temple. Sad for everyone including his fiance due to be wed two weeks from the accident.
Think about it.
If you survive you might end up a vegetable or worse. See it everyday in the EMS scene as a result of car accidents.
Bugsmasherdriverandjediknite
Join Date: Jul 2000
Location: Bai, mi go long hap na kisim sampla samting.
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Hey Steve, I wondered what happened to you.
I was refering to FW aircraft with the fuel cock bizo. Couln't see why it wouldn't work with any other type of machine though.
Where is HAI?
I was refering to FW aircraft with the fuel cock bizo. Couln't see why it wouldn't work with any other type of machine though.
Where is HAI?
Join Date: Sep 2002
Location: Pennsylvania, USA
Age: 57
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Great thread!!
Hi all,
One of the best threads I have read. I have learn't a considerable amount from this being new to instructing, there's lots to pass on here. I have this tendency 'not to fly over anything I can't land on' only becuase I fly piston helicopters, but people in single engine tubines do also, that was nice to see, just thought I was paranoid
Also I was shown by A DPE that in an Autorotation if you are short on RPM's try and turn to the left and right on the way down, this does help increase RPM's. I fly a Bell 47 and it works!! Any other advice on matters similar to this would be appricated, and remember keep the blades turning!!
Keep up the good thread,
Darren
One of the best threads I have read. I have learn't a considerable amount from this being new to instructing, there's lots to pass on here. I have this tendency 'not to fly over anything I can't land on' only becuase I fly piston helicopters, but people in single engine tubines do also, that was nice to see, just thought I was paranoid
Also I was shown by A DPE that in an Autorotation if you are short on RPM's try and turn to the left and right on the way down, this does help increase RPM's. I fly a Bell 47 and it works!! Any other advice on matters similar to this would be appricated, and remember keep the blades turning!!
Keep up the good thread,
Darren
Join Date: Feb 2002
Location: Australia
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Always do your inspections with a rag in one hand and a good torch in the other. Surprising what you can see when you clean as you go.
Use your helmet…..and never eat yellow snow..
Use your helmet…..and never eat yellow snow..
Join Date: Nov 2000
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Hey Steve, you phoned Laura yet ?? I heard there is an opening. 
When making your approach, and there are other heli's on the ground, check for cowlings on the ground, or pilot's running to tie their blades down. If you see cowlings, untied blades, etc go-around, and give the AME/pilot time to secure the stuff. You'll make a new friend if you don't blow their cowlings across the tarmac.
When on a cross-country, and I'm flying close to a place with fuel, I always ask myself if I can gaurantee that I'll make my destination. If I have to think about it, then I land and get fuel, then I know I'll make it.
Transient power limits are emergency landing limits, not extra take-off power.
When departing, avoid flying directly over another helicopter, plane, or building.
Realise that even an R-22 puts out a decent amount of downwash. Be aware of what your downwash is doing, and where it is going.
Cheers
When making your approach, and there are other heli's on the ground, check for cowlings on the ground, or pilot's running to tie their blades down. If you see cowlings, untied blades, etc go-around, and give the AME/pilot time to secure the stuff. You'll make a new friend if you don't blow their cowlings across the tarmac.
When on a cross-country, and I'm flying close to a place with fuel, I always ask myself if I can gaurantee that I'll make my destination. If I have to think about it, then I land and get fuel, then I know I'll make it.
Transient power limits are emergency landing limits, not extra take-off power.
When departing, avoid flying directly over another helicopter, plane, or building.
Realise that even an R-22 puts out a decent amount of downwash. Be aware of what your downwash is doing, and where it is going.
Cheers
Iconoclast
Join Date: Sep 2000
Location: The home of Dudley Dooright-Where the lead dog is the only one that gets a change of scenery.
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Never and always two of the best words in life/
Never assume that a job is done correctly or, that it was even done at all when you tell someone to do it. Always check or, do it your self.
Never let the operator of a fuel truck walk away when the pump is running wide open. This is especially true when you are topping off a 40-gallon tank.
Never assume the control valves on the fuel system are in the correct position even if you placed them in the correct position. This is especially true when you are removing a fuel filter and there is an ass@@@@ on your crew.
Never fly with a drunken pilot. This is especially true when he sobers up halfway through the flight and you have to fly the airplane and you are not a rated pilot.
Always make it a point to breathe a little each day.
Never let the operator of a fuel truck walk away when the pump is running wide open. This is especially true when you are topping off a 40-gallon tank.
Never assume the control valves on the fuel system are in the correct position even if you placed them in the correct position. This is especially true when you are removing a fuel filter and there is an ass@@@@ on your crew.
Never fly with a drunken pilot. This is especially true when he sobers up halfway through the flight and you have to fly the airplane and you are not a rated pilot.
Always make it a point to breathe a little each day.
Join Date: Oct 2003
Location: US
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Watch the fuel guy do the fuel thing. I have kept ice out of my tanks this way.
Check the caps after the fuel guy is done. He may think he put it back on correctly, but...
Make sure the annunciator panel is set for day if you're flying in the daytime - warning lights are no good if you can't see them.
Have a timer set up as a backup fuel gauge, or note your burnout time somewhere.
Make NO turns between takeoff and 300 AGL.
Put your finger on the switch, look at the gauge that will twitch when you flip the switch - then see if it does.
Make sure someone on the ground knows where you are and where you're going.
Check the caps after the fuel guy is done. He may think he put it back on correctly, but...
Make sure the annunciator panel is set for day if you're flying in the daytime - warning lights are no good if you can't see them.
Have a timer set up as a backup fuel gauge, or note your burnout time somewhere.
Make NO turns between takeoff and 300 AGL.
Put your finger on the switch, look at the gauge that will twitch when you flip the switch - then see if it does.
Make sure someone on the ground knows where you are and where you're going.
Don't rush, and resist pressure from others to rush you - even if it's "perceived".
Post-flight self-debrief reinforced that one today, as did the wires between trees spotted on lifting which I'd not noticed when landing cos I rushed the site recce before setting down.
Post-flight self-debrief reinforced that one today, as did the wires between trees spotted on lifting which I'd not noticed when landing cos I rushed the site recce before setting down.
Join Date: Feb 2001
Location: England
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Never trust GPS blindly, even when it claims to know exactly where it is. The fact that it puts numbers, and usually very small ones, on the estimated error leads far too many people to believe the kit implicitly, without checking it against another navaid. I have used a GPS that told me with 30m accuracy that I was in West Virginia when I was actually in Europe. While the system has the potential to be extremely precise, in practice it is only as good as the people who made it and the person using it. There are lots of things that can go with it that can put you miles off track:
The almanac could be corrupt.
The mathematical model could have errors.
The selected grid referencing system could be different to the map.
You could have mis-plotted the grid.
You could have mis-typed the grid into the kit.
With any of these errors the kit will claim that you are exactly on track when you could, in fact, be anywhere. Personally I never fly without an up-to-date map and a stopwatch. I also always try to use something as a gross error check when start off on a new heading. The sun is very useful for this when it's out.
The almanac could be corrupt.
The mathematical model could have errors.
The selected grid referencing system could be different to the map.
You could have mis-plotted the grid.
You could have mis-typed the grid into the kit.
With any of these errors the kit will claim that you are exactly on track when you could, in fact, be anywhere. Personally I never fly without an up-to-date map and a stopwatch. I also always try to use something as a gross error check when start off on a new heading. The sun is very useful for this when it's out.
Join Date: Jan 2001
Location: AB, Canada
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To add to Per Ordure's GPS comments, even when it is working precisely, continue to use a map the 'old' way.
I pulled a couple guys off the side of a big mountain. It was easy to find them because they filed direct, so our initial track is direct. We found them within 50m of track. The crash was a typical terrain outclimbing the airplane incident. Interesting thing is that if they looked at the map they would have noticed that the low level route was less than 4nm longer than the direct route, probably faster when you take into account the time to climb.
They followed the GPS and not the map. That's the first error that led to a near fatal crash.
I pulled a couple guys off the side of a big mountain. It was easy to find them because they filed direct, so our initial track is direct. We found them within 50m of track. The crash was a typical terrain outclimbing the airplane incident. Interesting thing is that if they looked at the map they would have noticed that the low level route was less than 4nm longer than the direct route, probably faster when you take into account the time to climb.
They followed the GPS and not the map. That's the first error that led to a near fatal crash.
Thread Starter
Join Date: Feb 2003
Location: LEAX, Spain
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Given recent postings reference weather and, specifically, when not to fly, it is perhaps a good time to reserect this thread. This is arguably also a good place to express our concerns on the standard of weather decision making, in the UK and elsewhere.
So...tell us one thing about WEATHER PLANNING you always do, and from which others might learn.
Dan
So...tell us one thing about WEATHER PLANNING you always do, and from which others might learn.
Dan