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I recently started using a tool to help with elevation checks while flying in diverse terrains, and I’m curious about how others approach this. Personally, I find the concept fascinating because of how essential it is for maintaining safety and efficiency during navigation, especially when dealing with unpredictable elevations. However, I’ve encountered some moments where I wonder if I’m using it to its full potential or if there are additional considerations I might be missing. For instance, one challenge I faced recently was while flying in a mountainous region where elevation data seemed to fluctuate quite a bit due to weather and terrain conditions. I’ve noticed that this tool provides detailed elevation-related information, but I’m unsure if I should be cross-referencing it with another resource during such situations. I’d love to hear from others: do you ever double-check elevation data with another tool or method? If so, what’s been your experience? When we talk about elevation in aviation, it refers to the vertical distance between the helicopter and the ground or sea level, measured at a specific point. It’s a critical concept, especially in areas with significant terrain variation. Tools like a "live altitude tracker" are incredibly useful in providing real-time updates on altitude relative to the ground, ensuring that the pilot can make informed decisions quickly. This is particularly important when navigating through mountainous regions, where rapid elevation changes demand precise and accurate altitude readings to maintain safe clearance. One feature I’ve found particularly helpful is how this tool simplifies interpreting data in real time. It provides clear, actionable insights, and I’ve found it extremely user-friendly in that respect. However, I’ve also wondered about how pilots build trust in these tools over time, especially when visual confirmation of terrain isn’t possible. Have you ever experienced a situation where the data wasn’t entirely clear, and you had to decide how much to rely on the tool? How do you handle those moments? Another aspect I’d like to understand is how often others recalibrate or verify the accuracy of such tools. Is it something you routinely check before each flight, or do you follow a specific schedule? I’m curious about what works best for ensuring that the information provided is as reliable as possible in varying conditions. If anyone has insights or personal experiences to share, I’d really appreciate hearing them. It’s fascinating to see how different pilots use tools like these in their own unique ways to handle challenges related to elevation and navigation.

Thank you, W E Hawn! It's great having the perspective of someone that flew it as it was originally flown in Vietnam.

1. How responsive was the UH-1H? To me the UH-60 was very responsive, like a sports car. At 100-120kts it did precisely what I wanted, when I wanted. The Hotel UH1 was very stable in all normal modes of flight. One could crank it around aggressively but you have to remember that it has a "teetering hub" (what was called a 'semi-rigid underslung' hub). You need to keep at least a half positive G or so to keep it from striking the mast. 2. How quickly did the UH-1H slow down from 100kts in a quick stop? I understand the UH-60 had quite a bit more power to really stick this maneuver. One must use the rate in bringing the nose up that doesn't result in more cyclic climb than you want. The UH1 is almost a glider at times, exchanges airspeed for altitude pretty efficiently. 3. How would you describe the control feel at 100kts, sluggish, sharp, etc.? Did the aircraft fly “heavy”? I don't recall the Huey controls ever 'feeling' any different at any speed, uniformly light in all directions. Aircraft's response is more pronounced with increasing airspeed, as one would/should expect. Years ago, 1969-1970, I flew a lot of single ship night reconnaissance (Firefly, Nighthawk and Phantom 2 or 3- whatever the current terminology appropriate to the directing staff, G2/S2 or G3/S3.) Some of that assignment was nap of the Earth/low level base perimeter checks. The perimeter wire apron was common to the Arvin compound abutting the compound, creating dead end passes on that side. Rather than overfly the bases, illuminating the installation with my "bug light" I would do a a vertical reverse (kinda like a sloppy hammerhead) which required positioning the cyclic appropriately through the turn and nose down acceleration, keep the G positive and no problems.

I’m calibrating the flight dynamics of a UH-1H for personal use in MSFS 2020 and wanted to get some feedback from people with experience piloting a real, Vietnam-era UH-1H. Having flown both the Bell 206B3 and the UH-60L, I can use those as a baseline. 1. How responsive was the UH-1H? To me the UH-60 was very responsive, like a sports car. At 100-120kts it did precisely what I wanted, when I wanted. 2. How quickly did the UH-1H slow down from 100kts in a quick stop? I understand the UH-60 had quite a bit more power to really stick this maneuver. 3. How would you describe the control feel at 100kts, sluggish, sharp, etc.? Did the aircraft fly “heavy”? Thank you!

I have 500+ hours in B206. I feel it has less room than R44. I am 6-1, and headroom is tight in the Jet Ranger. Especially when wearing a helmet.

Hello, I'm a retired US Coast Guard rotary wing pilot that has begun writing shorties centered around many of the Search and Rescue (SAR) cases I flew on. I think anyone that reads Rotor and Wing would enjoy my stories. Any advice on how to get this ball rolling? Thank You. Mark Ryan Helinet Aviation (760) 207-1024

Hi there, I'm planning to do special helicopter training, and I have a few options: the Bell 206, Bell 505, or H125. The Bell 206 is the cheapest, but I’m not sure if I’ll fit comfortably. I’m 6’7” (202 cm). I got my license in an R44. I fit in it, but it wasn’t super comfortable. Does the Bell 206 have more space than the R44? If not, is the Bell 505 bigger than the R44? I tried to find a test flight for the 206 or 505, but there aren’t many available in my area. I’ve tested the H125, and it has plenty of space, but the training costs nearly three times as much. Thanks for any advice!

The tail rotor blades, part number A029-1, on my 1993 R22 have a life time limit of 5525 hrs, with no calendar expiration, per logbook. This is also confirmed in the service manuals, that is until recent service are now printing this rotor blade with a 2200 hrs time limit, and a calendar limit of 12 years. So the question is, do I need to change the rotor blades, which would require also a new rotor gear box as well on the basis of a service manual, when no AD for replacement or change in service time limits has been issue? Helicopter is for private use.

To (try) and keep this simple, assume a pilot lands a helicopter with: 1. A controlling dimension of 42 feet on the left helipad below - despite the max size being marked as 40 feet. 2. A gross weight of 11,000 lbs, (it weighs 11K at the time) despite the max weight being marked as 8,000 pounds. Now: A. Does the pilot get in trouble? B. Are the markings regulatory or enforceable? Only asking because the AC containing all the information about helipad design says that the markings and "THIS AC" has no applicability under title 14 because of the exceptions for heliports.

helojunkie, your vm attachment is no longer there…what did it say?

How do I even go about getting a moral waiver form anyways like what are the steps ?

Hello - I am new to this forum. I am planning to propose to my girlfriend this January. We live in NYC and I would love to propose to her on a helicopter (our common interest) I’m not made of money, but can’t a man dream a little. I want to make his day special for this special girl. I’m not too familiar with this but I was hoping someone was able to help. thabk you

I ended up missing the sep board due to a delay in my flight physical, HOWEVER, I am on the Nov. board

Hi I am an ex military pilot with almost 2000 hrs. Never held a commercial license. I'm moving to Australia next year and wondering what would be the most efficient way to go for CPL H from CASA. Should I get a license from my home country 1st (which is quiet a process in itself) and then go for conversion Or is there any way to apply with my military experience (log books, certificates and my skills are all I got to show for it). I got an year to put things in order. Just want to be sure about procedure.

If a pilot is abusing alcohol can he still fly? No drugs except an occasional gummy for pain (legal in our state)

Brand new in box only opened to assess contents if interested lmk here or can text me at 7316970919 thank u

The Rotor Pro September-October 2024 European Rotors issue is here. Read it now!! https://bit.ly/RotorProMag_SeptOct2024 INSIDE THIS ISSUE: Rotex Helicopter in the Swiss Alps + VIDEO | Armenian Helicopters | What is AI's Future in Rotorcraft | HMH 772 Hustlers: USMC's Reserve Heavy Lifters | Executive Watch: John Boag, CEO, Avincis | Meet a Rotor Pro: Claude Vuichard | My 2 Cents Worth | Safety Sitrep | Uncrewed Update | Mil2Civ Transition | Maintenance Minute | Rotorcraft Checkride

I got this to replace my helmet that took a bird/windshield to the face. It was backordered and got mine repaired faster so now I have this. It has never been flown, just took it out of the shipping box to check it out. All options this is $3,883.00 with the Lightspeed installed and NVG visor. Single plug U-174. See pictures attached and let me know if you have any questions. Asking $3200.

I am looking for parts and publications for the Airbus 350BB, SN2951. Part number 704A44-633-261, Tail Rotor Bearings in USA Chicago location.

just messaged you.

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pimpguy007@hotmail.com Does any know the coordinates of the famous MD Helicopters pinnacle they show in all their videos? Trying to find it in MSFS2022.

Well, were you competitive?

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