i'm sure it is becouse the engine isn't roaring as if it were in combat it's more in this scenario where it just flies peacefully and it's soothing to me too

Fernando Garci-crespo May help you sleep at night. I know it will with me.

It’s definitely more calming than when it suddenly gets quiet at 4,000 feet!

I'm working on it :-)

@@brian1983lucas says " working on it it". Five years later, nothing. Haha, not hate just find it kind of funny. Great video

Subsequent videos weren't approved by the Army to be published on KZfaq unfortunately... :-/

@@brian1983lucas ah damn. That's a real shame.

that and a little bird and osprey

I thought the key only ALLOWED engine start? I've heard stories where during mid-flight, pilot turns key off, co-pilot pushes collective down and the key is thrown in the back with the grunts while the CE chases after said key.

+Andy Peterson I have fallen asleep in my crew seat on a few occassions. Oops!

It is pretty relaxing to ride in helicopters when you are not the one on the controls. I do it myself when I ride in the back.

what you flying these days boss ?

Do you happen to know why you can´t change your heading (coupled mode) using one of the trim beepers? You can change most things that way but still have to reach over and turn the knob on the FD itself to adjust heading. Not a big deal really, just curious why that function is not available.

Hi

obviously you love to chat with yourself

And you deployed with the 89th mp BDG? I in the 759th mp BN at fort carson

Best of luck with your packet. Both are great aircraft. The 60 flies like a sports car and has a diverse mission set, and the 47 is an absolute beast. I loved flying the 60, but would have picked 47s had one been available for my class. And yeah, I deployed with 988 MP Co back in 2008 when I was enlisted. Best of luck.

Becoming a pilot is different for each service branch. Google "Warrant Officer Flight Training" for information on the Army's program.

Brian Lucas thank you. after doing my own research i realislzed that yes you do need college. luckily i got accepted to my college of choice with air force rotc, so my plan is to do that for 4 years and then join the air force. does that sound like a good plan?

Becoming an Army Warrant Officer does not require a 4yr degree. If your plan is to become a pilot in one of the other services, then yes, college and ROTC is the way to go.

Brian Lucas cool thank you. i think the air force is the way to go for me

Brian Lucas cool thank you. i think the air force is the way to go for me

I think the main turbine was powered off.

The Multi-Functions Displays (MFDs) are actually pretty heavy duty computers that have really loud cooling fans. That's just what it sounds like when the displays are turned off.

Brian Lucas thanks! Our MFD's are dead quiet, same with the PFD's. I can't believe your MFD cooling fans are that loud, even with the sound of the APU still running. Great video btw!

U0lll8il up uklw r58poKSokikbllqkugkjjio6rr

U0lll8il up uklw r58poKSokikbllqkugkjjio6rr

chacexxx wtf

Thank you!

4 years later I am sitting at Rucker. Yea it took that long to put my packet together lol. The Rotorcraft Flying Handbook paid dividends when it came to the aeronautical information part of the test. Thanks for the advise!

If the 160 guys aren't at the top of Army aviation, who is? Serious question, thanks.

The same way, just much slower and with more fuel stops...

The UH-60A and L models are still very widely used. In my unit we do have more of those models but the M models are showing up much more frequently so be expecting to see more of them.

You'll get different answers for the canted tail rotor. One i hear often is if the tail rotor was straight up and down it would not fit in a cargo plane. But since it is canted it does provide some lift. The stabilator is for longitudinal stability. slewed down a low airspeed so the rotor wash doesn't push down on it and pitch the nose up. Higher airspeeds is slews up and helps keep the nose from pitching up and down

Best reply I have received from a pilot: The elevator is operated by the computer to maintain level flight at all times. There is no manual override on the elevator. 2nd, the canted tail rotor: It's claimed it provides 15% more lift to the tail area, especially in slow moving procedures, mainly landing! And also help level the Heli in flight. Both very interesting and informative.

I assume it depends on the load it's carrying on every flight, there all different.

Well you're currently getting a reply from a pilot and the stabilator does have an auto and manual mode. There are a couple ways to control it manually and several ways that it will kick itself out of the auto mode if is senses a problem. The canted tail rotor only provides 2.5% of the total lift at a hover. So roughly 400lbs.

Chuck153d, currently are you active? Or retired? I appreciate your reply. I am really looking for the facts so I can relay them correctly. My father started off flying in the Military. I have flown several times with him, but were talking "several" years ago. I currently am pretty heavy in the RC Helicopter world. I would love to have a "personal" Heli, or maybe a personal Drone, but between living and health care, that's out of the question. I have been in several Robinsons 44's lately, but "my" favorite Heli is the MD500. The 500 is one quick fun Heli to fly in. It is amazing, and fairly simple considering its reputation.

Hey, now that you're older, I want you to come back and cringe at this comment

6 years from completion of flight school. So typically about 8 years if you have no prior service.

sentient02970 yes

Both pilots have an identical set of controls (cyclic, collective, and pedals), just like almost all other aircraft, that are connected and have equal control authority. This gives the pilots the ability to control the aircraft from either side of the cockpit while the other pilot manages the aircraft (navigation, radio calls, etc). The main reason two pilots are required is the fact the some of the emergency procedures require two pilots to accomplish (i.e. one pilot flies, while the other manipulates the power control levers, etc). Another reason is that flying single pilot can be dangerous since that pilot can become extremely task saturated with all the tasks that are required during a flight. Best of luck with your MOS reclass.

I'm a 15 tango. Did you end up switching?

FLEO_ he might have been a ground guy before becoming a pilot. or his unit was attached to them whole deployed.

988th MP CO, Benning 08-10

+dragon0085 It's a job, unlike any other, but still a job. We don't fly on a daily basis, but when we do, we are always training get better at the mission to which we are assigned. The rest of the time, you're a Soldier, just like everyone else in the Army. I'm sure there are plenty of videos and books that can give you an idea of what life is like in the Army. Best of Luck.

+Brian Lucas Question, why does this helicopter or any other for that matter have an engine key switch, I mean it's not like its a civilian car in a parking lot, or some guy is going to run out to the flight line and go for a joy ride, just wondering.

+Scott Herman The ignition switch was added as an afterthought, probably as a simple security measure to prevent unauthorized starts...

my uncle Matt use to joke about the having a key thing saying " so someone don't try the iron eagle angle" in reference to unauthorized use

+Arozzo Dino Because the Army says to follow the checklist, and that's not the proper sequence of events...

+Brian Lucas I know it´s not and I respect your answer. I wasn´t trying to be a smartass, it was a serious question :-) Guess it´s different from unit to unit how strict you are on the exact order of things in the CL. We find the CL to be totally illogical and stupid in several ways. Lot of stuff in there that´s irrelevant and the order is not the best in many aspects. There´s also so many things that only apply if you fly other versions of the UH60 that makes it confusing to follow the checklist step by step. We find it better, safer and a lot faster to do things a little bit different. If you watch an MTP shut down at Ft Rucker you know what I mean...

There is the correct way and the ARMY way..... Hooah!

There is only ONE way....ask any DES SIP heh heh. @@weavvek

Flight director was uncoupled...

Purdue University Airport

Go to airfields and air shows and talk to them. Go to a skydiving dropzone. Go to your local Guard unit and talk and watch and listen. Read books. Take a sample lesson in airplanes and in helicopters. Got it ? :)

+dragon0085 Personally, I've never found it to be boring, nor do I foresee that happening anytime in the foreseeable future, but I've been interested in aviation since I was a kid. I think people are attracted to a certain airframe for one reason or another, but ultimately you should decide what types of missions you want to fly and what your career/life goals are when deciding. Then again, sometimes it's not up to you... Needs of the Army... Best of Luck!

+dragon0085 I agree with Brian -- I flew Army helicopters for many years and never got bored. In particular, the UH-60 is unlikely to get boring, because one day you might be flying troop insertion missions, the next day you could be firing weapons from an ESSS-equipped model, and still the next day you might be flying humanitarian relief missions. But as Brian says, in the end, it's the Needs of the Army. In other words, you will be given an opportunity to express your desires about which aircraft you'd like to fly but the Army ultimately decides based on current needs.

Do you mean difficulty transitioning in skill level or acquiring the new job?

Google "Warrant Officer Flight Training"

Who is “they”? Blackhawk and Chinook are the preferred aircraft of Army pilots. Apache and Kiowa are what the bottom of the class get stuck with. No mission outside of a war, and even then mostly no mission. Most of them spend their entire life doing nothing but saying “I shot you first. No I shot you first.“ When I flew Blackhawks, I flew air assault missions right into the backyard of enemy combatants, literally. Apache pilot, if he/she is one of the very lucky and very few, gets to fire through a computer screen from a mile away and then refer to themselves as “manly” LOL.

360 Gallons of Jet-A. About 2-2.5hrs of flight time.

I have only been fortunate enough to ride First Class on Delta Airlines, my dad worked for the Forest Service and flew alot because of his job. Tango Yankee, be cautious and safe, Always.

We do have a variety of navigation maps displayed on the MFDs and we can plot a course on those maps, however they are only used for situational awareness and are not used as a primary means of navigating. The Army is still a little behind the times, so we still use sectionals and ELAs when we plan and navigate our routes.

So there Is no following a line on a GPS like modern day fixed wing aircraft?

Unfortunately, for right now the M model is not certified for GPS navigation, which is disappointing when you consider all of the technology that is on-board this aircraft. Since we are not GPS certified, when we fly IFR we must plan a route using the VOR airway system. We can "draw" this route onto our map displays and use the autopilot system to follow that route, but we must back that up with old-fashioned navigating. During VFR flying, however, we can follow a route "drawn" on the map, as long as we have a sectional to back it up. Hopefully this will all be corrected in the near future...

Are all the helicopters in the army's fleet this way? Or is it just the black hawk?

The older L model is GPS certified; don't ask me why that didn't carry over... I'm not sure about the 47s. The attack aircraft are not IFR rated, although the new 64 model will be. Knowing the Army, I'm sure it will have the same issues.

Go on the right is the pilot

Pilot on the right co-pilot on the left. This is U.S heli they rotate to the left, same goes to flight crew positions

It was a long coast-to-coast cross country flight, so the engines were probably putting him to sleep a bit... As for left vs. right seat, we switch back and forth on the flights, so there’s no set PIC/SIC seat.

You must be looking at the pilot monitoring (right seat), because my feet were on the pedals the entire video. The Hawk does have a trim system that reduces the necessary inputs on the pedals, and when in cruise flight it’s not really necessary to maintain constant pressure, but you still have to make adjustments throughout the flight depending on the flight profile.

@@brian1983lucas Hmm, I was looking at the PIC, just didn't even look like your left foot was touching the pedal. Not sure about the Hawk, but I know the Huey likes to yaw left so perhaps it was your right foot doing the work? Regardless, thanks for the information..very interesting.