Tell us something you do from which others might learn - Priceless Tips (Merged)
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Join Date: Feb 2003
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Tell us one thing you always do, and from which others might learn
A nearby thread speaks of an accident probably caused by a loose harness buckle snagging the cyclic. Where I was taught to fly it was a SOP that all belts should be buckled, whether or not someone was in the seat, and that all headsets not in use should be stowed. The reason, I was told, was the risk of loose objects snagging pedals, collective or, err...the cyclic. The chief pilot was ex-mil, and may well have had Gazelle experience for all I know.
The point is, I've always followed that piece of advice, believing it to be obviously worthwhile.
So, what do you always do that others should always do?
The point is, I've always followed that piece of advice, believing it to be obviously worthwhile.
So, what do you always do that others should always do?
Gatvol
Join Date: Jun 2000
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Written Checklists........maybe for complex aircraft. Small stuff its not necessary, unless its your first flight.
FlungDung is right. I force myself to make a last walk around after everything is ready an Im about to get my passengers. Yes, over the years I have found stuff I missed... I have gotten so anal about the walkaround that a couple times Im already in the seat and get out.....In a Helicopter its worth it when you have other folks in and out of the baggage compartment and fueling......
Perfect example was a crew in the Army some years back. We were doing Medevac and had the aircraft set to go, even had the throttle set. First crew got the bell and did the typical full speed to the aircraft, in the seat, hit the stater and watched the strain of the Blade tiedown.....Fortunately they caught it before they got a lightoff.
FlungDung is right. I force myself to make a last walk around after everything is ready an Im about to get my passengers. Yes, over the years I have found stuff I missed... I have gotten so anal about the walkaround that a couple times Im already in the seat and get out.....In a Helicopter its worth it when you have other folks in and out of the baggage compartment and fueling......
Perfect example was a crew in the Army some years back. We were doing Medevac and had the aircraft set to go, even had the throttle set. First crew got the bell and did the typical full speed to the aircraft, in the seat, hit the stater and watched the strain of the Blade tiedown.....Fortunately they caught it before they got a lightoff.
I think the the lessons are there in the other thread-
Dont park under wires
Do a thorough recce before approach- and if the sun is in your eyes-bog out!
Check your harness , preflight when you do the controls -full/free, and pre-landing--I also had a f/w stude who did a full/free on his downwind checks.... made the heartrate go up a bit!
After t/o always do a spot turn to check yaw control.. and clear behind/above.
Dont park under wires
Do a thorough recce before approach- and if the sun is in your eyes-bog out!
Check your harness , preflight when you do the controls -full/free, and pre-landing--I also had a f/w stude who did a full/free on his downwind checks.... made the heartrate go up a bit!
After t/o always do a spot turn to check yaw control.. and clear behind/above.
Join Date: Jun 2002
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My favourite is the full and free check of all flight controls before each flight.
I know that this check is instilled into the minds of all new pilots from day one / flight one, however, I am stunned at the amount of times I have been a passenger in an aircraft where this basic check is expected, but not carried out ( in some aircraft, this check cannot be carried out due to hydraulics )
I have had the unfortunate experience of being on scene of an accident where 17 souls were lost on a fixed wing due to a control restriction.
How much effort does this check take?
I know that this check is instilled into the minds of all new pilots from day one / flight one, however, I am stunned at the amount of times I have been a passenger in an aircraft where this basic check is expected, but not carried out ( in some aircraft, this check cannot be carried out due to hydraulics )
I have had the unfortunate experience of being on scene of an accident where 17 souls were lost on a fixed wing due to a control restriction.
How much effort does this check take?
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Cockpit checks. Can't do enough of them. Got caught a few times where SOP doesn't require them, so even when they aren't required I do one or at the very least check the master caution panel, the engines and the Nr.
Matthew.
Matthew.
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Here's a few things........
when troubleshooting a minor fault, don't forget to fly.
when something goes wrong, don't panic, rely on your training and don't be in a hurry to get to the crash site.
remember that the weather forcast is exactly that, a forcast....
always know where the wind is from and it's strength.
a helicopter broken, sitting on the pad , never killed anyone!
NEVER become complacent.
remember the last time you got away with it was probably the last time you will get away with it!
everybody, no matter how experienced, makes mistakes......
the instinct for self preservation FAR outweighs the opinion of anyone pushing you to fly!
fly safe.
when troubleshooting a minor fault, don't forget to fly.
when something goes wrong, don't panic, rely on your training and don't be in a hurry to get to the crash site.
remember that the weather forcast is exactly that, a forcast....
always know where the wind is from and it's strength.
a helicopter broken, sitting on the pad , never killed anyone!
NEVER become complacent.
remember the last time you got away with it was probably the last time you will get away with it!
everybody, no matter how experienced, makes mistakes......
the instinct for self preservation FAR outweighs the opinion of anyone pushing you to fly!
fly safe.
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1.- Always know where the wind is from before you get low and slow
2.- Always check that all your instruments are in the green before you get into that part of the flight where if your engine quits you are gone.
3.- When the wind is strong beware of bystanders as you start and shutdown the engine due to excessive blade flapping.
4.- If your land at a place where there are kids present in the field such as a small village the first thing to do is get out and watch the TR for incoming kids, I land at weird places all the time and kids around here always chase the helicopter right down to the touchdown point and then approach the helicopter no matter if the rotor is turning or not.
5.- When at altitude always think about acft performance, for example, in the Bell 230 if you land at 10:00 AM at your performance limit, and then you plan to depart with the same pax and fuel at 12:00 with 5 degrees C warmer temperature, this slight OAT rise, means 250 pounds less payload, and it can really catch you by surprise if you had good perf. in the morning but now you are rapidly approaching a tree at 100% TQ.
6.- If the aircraft just came out of even the simplest maintenace, never fly it unless you have looked at every remote corner of the aircraft, I just flew a LongRanger from Houston to Mexico City with one of those long 3 D Cell MagLite flashlights in the tali boom which was left in there by the shop in the US, and the way I discovered it was after manuvering to chase some deer in the desert I coud feel one of the pedals getting stuck momentarily during their travel, needlees to say the mechanic got his Maglite back with an interesting note form me.
7.- Also never asume an aircraft will hold proper auto RPM´s, if you are new to the aircraft, and are gonna be flying it, check them!
2.- Always check that all your instruments are in the green before you get into that part of the flight where if your engine quits you are gone.
3.- When the wind is strong beware of bystanders as you start and shutdown the engine due to excessive blade flapping.
4.- If your land at a place where there are kids present in the field such as a small village the first thing to do is get out and watch the TR for incoming kids, I land at weird places all the time and kids around here always chase the helicopter right down to the touchdown point and then approach the helicopter no matter if the rotor is turning or not.
5.- When at altitude always think about acft performance, for example, in the Bell 230 if you land at 10:00 AM at your performance limit, and then you plan to depart with the same pax and fuel at 12:00 with 5 degrees C warmer temperature, this slight OAT rise, means 250 pounds less payload, and it can really catch you by surprise if you had good perf. in the morning but now you are rapidly approaching a tree at 100% TQ.
6.- If the aircraft just came out of even the simplest maintenace, never fly it unless you have looked at every remote corner of the aircraft, I just flew a LongRanger from Houston to Mexico City with one of those long 3 D Cell MagLite flashlights in the tali boom which was left in there by the shop in the US, and the way I discovered it was after manuvering to chase some deer in the desert I coud feel one of the pedals getting stuck momentarily during their travel, needlees to say the mechanic got his Maglite back with an interesting note form me.
7.- Also never asume an aircraft will hold proper auto RPM´s, if you are new to the aircraft, and are gonna be flying it, check them!
1) Amen to walking around the machine and climbing up if necessary to check all hatches and catches.
2) If you take the fuel cap off - put it on your seat. Be religious about this one.
3) Yep - always secure loose seatbelts - good airmanship.
4) Never leave home without your fuel pump and fencing pliers or something to open the damn drum....
5) Always have room on your credit card for a room and a meal.
6) RRPM then Airspeed then Height.
7) If you can; wear a helmet. I have lost 2 good friends to this complacency........and for petes sake! do up the chin strap!!
8) A fuel "dipping stick" is about 1 million times more reliable than your guage.
9) Always do a fuel burn check on your machine.
2) If you take the fuel cap off - put it on your seat. Be religious about this one.
3) Yep - always secure loose seatbelts - good airmanship.
4) Never leave home without your fuel pump and fencing pliers or something to open the damn drum....
5) Always have room on your credit card for a room and a meal.
6) RRPM then Airspeed then Height.
7) If you can; wear a helmet. I have lost 2 good friends to this complacency........and for petes sake! do up the chin strap!!
8) A fuel "dipping stick" is about 1 million times more reliable than your guage.
9) Always do a fuel burn check on your machine.
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When landing on rocky or unsteady ground, after shutting down, dont step straight out onto the ground, rather step out onto and stand on the skid. From there you can bend down and check that the other skid is level and stable. Never trust your pax opinion of whether the skid is ok. From there if your satisfied slowly transfer your weight off the skid to the ground. If the machine is unsteady you'll soon know and its no problem to get back in to move it.
Steve's point about putting fuel caps on your seat should be drilled into everyone that hasnt thought of it. It's a perfectly foolproof means of never losing a fuel cap.
Steve's point about putting fuel caps on your seat should be drilled into everyone that hasnt thought of it. It's a perfectly foolproof means of never losing a fuel cap.
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Excellent stuff!
Keep 'em coming guys. I'd like to compile a 'Top Ten' and distribute that list among all the low-timers I can find, maybe as a pocket size laminated card.
For this we need the best brains in the biz on the case so, like I said, please keep 'em coming.
I particularly like the 'fuel cap on the seat' trick. So simple! I know more than a few Robo pilots who could benefit from that one.
Dan
Keep 'em coming guys. I'd like to compile a 'Top Ten' and distribute that list among all the low-timers I can find, maybe as a pocket size laminated card.
For this we need the best brains in the biz on the case so, like I said, please keep 'em coming.
I particularly like the 'fuel cap on the seat' trick. So simple! I know more than a few Robo pilots who could benefit from that one.
Dan
1. No matter how au-fait with helicopters your pax say they are, always check their belts/doors.
2. Always a final walkround, even a quick glance will suffice (handbag left on skids etc)
3. Quick confirmation of the essentials before pressing that tit (blades 9-3 O'clock for 2-bladed ac)
Like that fuel cap on the seat tip - will certainly adopt that one from now on!!
2. Always a final walkround, even a quick glance will suffice (handbag left on skids etc)
3. Quick confirmation of the essentials before pressing that tit (blades 9-3 O'clock for 2-bladed ac)
Like that fuel cap on the seat tip - will certainly adopt that one from now on!!
1. On turbines, always check the voltage as you press the tit to start the engine. Easy to stop an expensive over-temp this way.
2. Never believe your fuel gauge without cross-reference to time flown and burn rate.
3. In a single-engined heli, know where the wind is and always route with an autorotation option to somewhere 'suitable'.
4. Always thoroughly brief pax but never trust them to remember any of that briefing!
5. Just before you touch down, glance down and check '3 greens'. (if you've got retracts)
6. Never 'wazz' unless you've thoroughly recce'd the area first (not that 'professional' pilots would ever wazz!!!
)
7. Beware 'performing' in front of cameras; too many pilots have met their demise for the sake of a good photo.
8. Always set-off to the hangar with 15 minutes to spare and never 15 minutes late!
2. Never believe your fuel gauge without cross-reference to time flown and burn rate.
3. In a single-engined heli, know where the wind is and always route with an autorotation option to somewhere 'suitable'.
4. Always thoroughly brief pax but never trust them to remember any of that briefing!
5. Just before you touch down, glance down and check '3 greens'. (if you've got retracts)
6. Never 'wazz' unless you've thoroughly recce'd the area first (not that 'professional' pilots would ever wazz!!!
)7. Beware 'performing' in front of cameras; too many pilots have met their demise for the sake of a good photo.
8. Always set-off to the hangar with 15 minutes to spare and never 15 minutes late!
There are no limits
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1. Always check your holes before flight. One should always be covered with a fuel cap, the others should be open.
2. Check hatches, doors and harnesses before take-off.
3. If in doubt, collide with the sky - it hurts a lot less than colliding with terrain.
2. Check hatches, doors and harnesses before take-off.
3. If in doubt, collide with the sky - it hurts a lot less than colliding with terrain.
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ummm! thought of a few more.......
always keep positive "G"s on a semi-rigid.
Know what you want to achieve, IF it can be acheived, and then work out the best way to achieve it...
If something does not feel/sound quite right, it probably isn't, go back and re-check.
Make sure that the GPU, although connected and switched on, has actually made contact properly before you press the tit....
Don't be afraid or embarassed to turn back.
Finally,
The worst thing I have ever heard, "Watch This"!!!!!!!
always keep positive "G"s on a semi-rigid.
Know what you want to achieve, IF it can be acheived, and then work out the best way to achieve it...
If something does not feel/sound quite right, it probably isn't, go back and re-check.
Make sure that the GPU, although connected and switched on, has actually made contact properly before you press the tit....
Don't be afraid or embarassed to turn back.
Finally,
The worst thing I have ever heard, "Watch This"!!!!!!!
"Just a pilot"
Borrowed mottoes-
"If something bad hasn't already happened, it's about to." Thank you, Harry Reasoner.
Even older and I forget what worthy made the statements I'm going to paraphrase-
"Always have a plan"- emphasise, a PLAN, not a wish- for weather, aircraft condition and route changes. Execute it.
"When in doubt, chicken out."
"Always use the long axis of the LZ."
Checklists don't forget. Don't forget your checklist.
All checklists aren't printed.
Final shot- buy a calculator with two memories. Weight and balance is much simpler with one- and if you calculate it you'll know what's happening.
"If something bad hasn't already happened, it's about to." Thank you, Harry Reasoner.
Even older and I forget what worthy made the statements I'm going to paraphrase-
"Always have a plan"- emphasise, a PLAN, not a wish- for weather, aircraft condition and route changes. Execute it.
"When in doubt, chicken out."
"Always use the long axis of the LZ."
Checklists don't forget. Don't forget your checklist.
All checklists aren't printed.
Final shot- buy a calculator with two memories. Weight and balance is much simpler with one- and if you calculate it you'll know what's happening.
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3. Quick confirmation of the essentials before pressing that tit (blades 9-3 O'clock for 2-bladed ac)
A friend who hires from another operator has it on his (their) checklist but couldn't articulate why, I don't have it on mine.
Explanation please?
RC
Not often you see it in the UK, but R22s are supplied with blade tie downs. The blades go fore and aft, and the tie downs go to a point between the landing lights and round the tailboom.
If the blades are left and right, then the tiedowns aren't on. And the same logic applies to other 2-bladed types. Dunno about 3 or more blades - never tied one down !
If the blades are left and right, then the tiedowns aren't on. And the same logic applies to other 2-bladed types. Dunno about 3 or more blades - never tied one down !