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

Looks like reasonable charting to me.

the op's: minus 10. parents basement

What an idiot. You need to look at the Height Velocity Diagram. Also study Part 135 minimum altitudes.

Seriously?

 Fly however you want. cruising I'll pick a height with plenty of room above typical wire supporting structure heights. 

<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

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.

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.

obsessing always closes productive initiatives

lol somebody needs to whip your dumbaass

first tough girl 🧒 

you got run off after a week after you creeped everybody out. lol

"The local management had them frightened to death about transmission failures" 

lol

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.

Its not just Tail seperation. What about engine failure. 200-500' may not be enough.

https://verticalmag.com/features/understanding-the-dead-mans-curve/

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.    

luck and god saved their lives lol retard

unlike some other people that wished they all got killed I guess. 

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. 

that wouldn't be a stuck pedal since that's not where the pedal is in cruise. I don't know what you were doing but that ain't no stuck pedal: