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100% - I'll have to make another one just for TV shows!!

The maximum load factor on a helicopter is not directly achieved by exceeding the Never Exceed Speed (VNE), but rather it is related to the overall flight envelope and the specific conditions under which the helicopter is operating. Here are some key points to consider: Load Factor and VNE The VNE (Velocity Never-to-Exceed) is the highest airspeed that an aircraft is allowed to fly, and it is determined by structural and aerodynamic limitations, such as the risk of main rotor blade stall, excessive vibrations, and structural damage. Exceeding VNE can lead to structural damage or failure, but it is not the primary factor in achieving the maximum load factor. Load Factor Definition The load factor is the actual load on the rotor blades divided by the normal load or gross weight of the helicopter. It increases with maneuvers such as banking, steep turns, and rapid changes in altitude or airspeed4. Maximum Load Factor The maximum load factor an aircraft can sustain is defined by the structural limit line on the V-n diagram, which includes both positive and negative load factors. This limit is below the ultimate load factor, beyond which structural failure is imminent

Regarding your question about §91.159 and the concept of "cruise" altitude, this is not specific to fixed-wing aircraft but applies to all aircraft, including helicopters. The term "cruise" refers to the portion of the flight where the aircraft is flying at a steady altitude and heading, without climbing or descending significantly. According to §91.159, this relates to altitude selection based on magnetic course in uncontrolled airspace, specifically when flying above 3,000 feet AGL. The regulation requires aircraft to operate at altitudes corresponding to their direction of flight to help separate traffic flying in opposite directions. For helicopters, this can apply during long transits or cross-country flights, where they maintain a relatively constant altitude for extended periods. Although helicopters often operate at lower altitudes and are more flexible with altitude changes, these regulations still apply when helicopters are in cruise flight above 3,000 feet AGL​​.

@@3GHeliPrep Thank you for clarifying! So it applies in class G airspace and 3,000 feet AGL. Thank you.

Hey Mark, I think you've already gone through my Getting Started course. Let me know if you have any other questions along the way!

First Class Medical Certificate Validity You obtained your first class medical certificate with an EKG on April 1st. The validity of this certificate depends on your age: - If you are under 40 years old, your first class privileges remain valid until April 30th of the following year (12 calendar months plus the remainder of the month of issue) - If you are 40 years old or older, your first class privileges remain valid until October 31st of the same year (6 calendar months plus the remainder of the month of issue) Transition to Second Class As you mentioned, your certificate downgrades to second class at the end of October. This means you are likely 40 years old or older, as the first class privileges for those under 40 would last longer. EKG Requirement The FAA requires an EKG for first class medical certificates: -Annually for pilots who are 40 years old or older -Every other year for pilots who are 35-39 years old Given that your certificate transitions to second class at the end of October, you are most likely 40 or older. Therefore, your next EKG would be due when you renew your first class medical certificate, which would be one year from your last examination. In your case, assuming you want to maintain first class privileges, your next EKG and first class medical examination would be due by April 1st of the following year. Remember that while your first class privileges expire after 6 months, your certificate remains valid for second class operations for the full 12 months from the date of issue

Thank you for the excellent answer ! I appreciate you !

www.3gheliprep.com/how-to-pay-for-flight-school448796

Thanks for the comment! I'd love to help you out any way I can. Use the code 'RUclips' on my site to get 10% off my courses. Here is the link: www.3gheliprep.com/product-info

Thank you, will do!! I'll be posting more later this month!

That is a great movie!

Right!?!

Thank you!

That is great one too!

Thanks for your patients with my response, if you're still interest here is a link my Getting Started course: www.3gheliprep.com/start-here

Thanks! I'm working on revising it to the new ACS standards. Are you working on a rating currently?

That's great! Let me know how it goes!

Thanks!! I'm excited to share what I know!!

That's a great question, how would you log 'Touch-and-go's' in an airplane?

@3GHeliPrep log It as just that a "touch- n -go landing attempt" with a breif comment of why it failed or corrective action tht took place for another attempt. But than that wld take yrs of oversight and committee meetings just to get the term. nevermind the definition and infinitey and beyond for implementation lol