Msg ID:
2809957 |
Classification of helicopter flying altitudes +3/-10
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Author:Professional Pilot
3/14/2024 10:34:00 PM
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0-200ft is Low Level
200-500ft is local area altitude
500-1000ft is cross country
1000ft-above is emergency altitudes for IIMC
Just look at the tailboom-separated pilot. He was at cross country altitudes and made it!
DT |
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Msg ID:
2809958 |
Classification of helicopter flying altitudes +2/-6
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Author:Heli pilot
3/14/2024 11:14:37 PM
Reply to: 2809957
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Looks like reasonable charting to me. |
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Msg ID:
2809960 |
Classification of helicopter flying altitudes (NT) +0/-1
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Author:close
3/15/2024 2:31:36 AM
Reply to: 2809957
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Msg ID:
2809961 |
Classification of helicopter flying altitudes +5/-1
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Author:one more
3/15/2024 6:00:16 AM
Reply to: 2809960
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the op's: minus 10. parents basement |
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Msg ID:
2809962 |
Classification of helicopter flying altitudes +1/-3
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Author:Too low is dangereous
3/15/2024 7:11:23 AM
Reply to: 2809957
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What an idiot. You need to look at the Height Velocity Diagram. Also study Part 135 minimum altitudes. |
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Msg ID:
2809963 |
Classification of helicopter flying altitudes +0/-1
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Author:Anonymous
3/15/2024 7:13:52 AM
Reply to: 2809957
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Seriously? |
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Msg ID:
2809967 |
Classification of helicopter flying altitudes +1/-1
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Author:Scrounge pilot
3/15/2024 8:14:42 AM
Reply to: 2809957
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Fly however you want. cruising I'll pick a height with plenty of room above typical wire supporting structure heights. |
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Msg ID:
2809968 |
Classification of helicopter flying altitudes +3/-1
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Author:Agreed but I use
3/15/2024 8:43:32 AM
Reply to: 2809957
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<500 low level
500-1000 local
>1000 cross country
>3000 IFR
any emergency = land asap ; giving untrained crew the EP checklist is a distraction
my opinion, open to others |
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Msg ID:
2809973 |
Paranoid much? +3/-1
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Author:old guy
3/15/2024 10:28:29 AM
Reply to: 2809957
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If you are really, really concerned about a catastrophic failure in a helicopter, perhaps you're in the wrong line of work. Find something safer. |
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Msg ID:
2809976 |
Paranoid much? +2/-2
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Author:Tend
3/15/2024 11:22:49 AM
Reply to: 2809973
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to agree though the OP is thinking, which is good. On starting my retirement type HEMS job 20 years ago the medical types were horrified I would fly above 1000'AGL. The local management had them frightened to death about transmission failures thus this group of pilots flew low making all sorts of noise to the base surround garnering noise complaints, a lot of noise complaints. Defusing that one was really annoying.
That said the OP should trust training and get on with figuring out how to safely put the helicopter to work. Obsessing always closes productive initiatives. |
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Msg ID:
2809978 |
Paranoid much? +0/-7
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Author:say wut
3/15/2024 11:33:39 AM
Reply to: 2809976
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obsessing always closes productive initiatives
lol somebody needs to whip your dumbaass |
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Msg ID:
2810146 |
Paranoid much? +1/-1
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Author:Anonymous
3/17/2024 2:34:04 PM
Reply to: 2809978
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first tough girl 🧒 |
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Msg ID:
2810149 |
Paranoid much? +0/-1
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Author:what really happened
3/17/2024 2:49:11 PM
Reply to: 2810146
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you got run off after a week after you creeped everybody out. lol |
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Msg ID:
2810152 |
Paranoid much? +0/-1
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Author:say wut
3/17/2024 3:30:43 PM
Reply to: 2810149
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"The local management had them frightened to death about transmission failures"
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Msg ID:
2810155 |
Paranoid much? +0/-2
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Author:too good not to repost
3/17/2024 3:48:33 PM
Reply to: 2810152
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lol
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Msg ID:
2810176 |
Paranoid much? +1/-0
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Author:Definitely
3/17/2024 10:39:34 PM
Reply to: 2810155
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helicopter pilot IQ. And you wonder why the low pay and high turnover in this industry. Oh, that's it, English as a second language. Quite the struggle. Could care less petunia. |
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Msg ID:
2809981 |
Classification of helicopter flying altitudes +0/-1
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Author:Engine Failure
3/15/2024 11:51:27 AM
Reply to: 2809957
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Its not just Tail seperation. What about engine failure. 200-500' may not be enough.
https://verticalmag.com/features/understanding-the-dead-mans-curve/
> |
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Msg ID:
2809992 |
Classification of helicopter flying altitudes +2/-1
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Author:oldNtired
3/15/2024 3:52:28 PM
Reply to: 2809981
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You "Bros" ever fly in the mountains ? Do you adhere to VFR altitudes +/- 500' ? do you always fly at an altitude to give you a better chance in the event of a failure. Do you even enjoy flying. Its all common sense and experience and what your comfortable with.
IMO as for the pilot and people that survived the tailboom failure, I don't think there was as much skill as luck and the grace of God. Which ever you believe in. I think they were very close to impact and rotation slung the tail boom JUST prior to impact. It may have broke and was flopping but it was still there. In my experience, serious injury or death takes place with the centrifugal loads created by the CG and rotational loads prior to impact with complete loss of the tailboom. The impact just finishes it. Regardless, I am glad they all survived and I'm sure the pilot was doing the best he could and its a good lesson to all: Fly it too impact !!!!
Just to stay in curmudgeon mode, The new Rotor publication is a great advertisement platform but for content: too many people, acronyms and suits. Just my 1 cents worth. I'm retired, I don't have 2 cents anymore.
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Msg ID:
2809996 |
Classification of helicopter flying altitudes +0/-2
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Author:say wut
3/15/2024 5:02:40 PM
Reply to: 2809992
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luck and god saved their lives lol retard |
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Msg ID:
2809999 |
Classification of helicopter flying altitudes +0/-1
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Author:I’m glad they all survived he says
3/15/2024 5:35:11 PM
Reply to: 2809996
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unlike some other people that wished they all got killed I guess. |
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Msg ID:
2810582 |
Classification of helicopter flying altitudes +0/-0
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Author:Good input.
3/24/2024 9:55:25 AM
Reply to: 2809992
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About tailboom stuff, I had a 135 training captain put in a boatload of left pedal as a stuck pedal problem while 'zipping' along at 120 knots to which I asked if he was of mind to separate the tail boom. Definitely in the area of test pilot parameters when doing that stuff. We agreed to knock it off.
Not to be deterred he persisted at other operations to find cracks in the tail boom just forward of the horizontal stab and at the lower part of the vertical fin. The practice stopped. What happens when training pilots do not understand what they are doing.
Some things best left to the simulators.
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Msg ID:
2810674 |
If you were taking off heavy from an LZ, that's where the pedal (NT) +0/-0
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Author:would be!
3/25/2024 5:31:30 PM
Reply to: 2810673
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Msg ID:
2811561 |
If you were taking off heavy from an LZ, that's where the pedal (NT) +0/-0
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Author:Not at 120KIAS...
4/9/2024 5:50:22 PM
Reply to: 2810674
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