Sk76, AW139 Takeoff calls

[Joebootx]

Greetings,

Looking for some information on medium twin (or heavy helicopter)callouts for takeoff, missed approach IFR flying. Prefer to hear from reputable US Part 135 operators just since that's where I operate but International Offshore touring pilots would be nice to hear from also. PM me if you'd like since I have some more questions also. With fixed wing jets we brief everything, here is an example and I'm wondering if it applies the the helicopter side.
This will be a IFR/VFR takeoff
Standard calls (takeoff power set, all 3 airspeeds alive x check, no flags)
Anything before 70kts we stop
After 70kts (but before v1) only stopping for engine failure/fire, masters warning
If engine failure after V1 I'll fly rwy heading, call Vr, +rate, gear up, bug V2
Calls V1, Vr, positive rate, gear up, V2+10 flaps up
MSA for Kxxx is 3000'
CSHELL 5 Departure climb and maintain 5000'
Any questions?

Thanks!

[Non-PC Plod]

Very similar. Most big company SOPs will be something approximating to:

This will be a Cat A clear area profile takeoff, TDP is 30 ft, Vtoss 50 kt, standard calls.
Any malfunctions before TDP and we reject, after TDP, if we can remain visual, we will carry out a visual circuit to land back on this runway, anything after we go in the clouds, we will continue the departure and call for vectors.
Departure is the Teterboro 8, climbing to maintain 2000' until advised by ATC.

Any questions?

[Bravo73]

Originally Posted by Joebootx

This will be a IFR/VFR takeoff
Standard calls (takeoff power set, all 3 airspeeds alive x check, no flags)
Anything before 70kts we stop
After 70kts (but before v1) only stopping for engine failure/fire, masters warning
If engine failure after V1 I'll fly rwy heading, call Vr, +rate, gear up, bug V2
Calls V1, Vr, positive rate, gear up, V2+10 flaps up
MSA for Kxxx is 3000'
CSHELL 5 Departure climb and maintain 5000'
Any questions?

Do you brief all of that before every departure?

[Joebootx]

Thanks for the reply. Yes, it only takes maybe :10 seconds to brief. It's on the recorder and we are on the same page. With all the new RNAV SIDS/STARs coming out we have actually caught having the wrong one loaded, per Rwy, first fix. So it can help but every pilot is different in what they chose to do. This s just our way.

[Joebootx]

B73
I forgot to mention some of the brief I used fall under memory items which we do not say (engine failure after V1 and co-pilot calls all fall under standard).

[Bravo73]

Wow.

We are trained to brief only those things which change ie runway, clear area/helipad, class 1/2 etc etc. If something is part of a standard procedure (ie Vtoss, what to do in the event of a failure pre/post committal etc etc), then that is covered by use of the phrase 'standard'. Standard procedures should obviously be defined in your Ops manuals.


Otherwise, the impact of the information is reduced by unnecessary repetition. And pilots tend to zone out if they are hearing the same information for the thousandth time, thereby potentially missing the important bits of information. IIRC, this principal is outlined in PANOPS somewhere.

[Joebootx]

I'm not to familiar with class 1/2, PANOPS, IIRC. I'm looking for examples like Non-PC used.

[Bravo73]

The majority of Non-PC's brief still repeats standard information (TDP, Vtoss, what to do before committal etc etc).

An alternative might be:


"Standard Class 1 clear area departure from Teterboro RWY 08."


I would only brief the departure details if they were different to the standard departure for any reason.

[Non-PC Plod]

In company SOPs there is often the option for "Full" or "abbreviated" briefs. My example was of the "Full" variety. The more minimalist examples above would be of the "abbreviated" variety. Which you would use would depend on your familiarity with the site, the procedure, the rest of the crew, recency etc

[Sir Korsky]

The PNF will call V1, calculated from the charts before launching and the PF will call continuing. At the other end, PNF will call LDP then PF will call committed, providing no issues of course. The C+ will be the least desirable airframe to have a flame out in, followed by the ++ then the B. Landing a 76 is always a challenge, so your concentration will be peaked out and you'll absorb the call out for sure.

[Gomer Pylot]

Landing a 76 is a challenge? Compared to what? It's the most stable, forgiving helicopter I've ever flown, by a wide margin. The only hard part is seeing where you're going without a chin bubble, but that's not such a big deal. You can look out the side for set-down if you're offshore and need to maintain position very closely.

[HeliTester]

Sir Korsky,

You state that..

The C+ will be the least desirable airframe to have a flame out in, followed
by the ++ then the B.

What is the basis for that statement?

HT