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
LOL! The pilot in the right seat is having a hard time staying awake! His head keeps nodding and bobbing and trying to prop it up with his arm to no avail! LOL
It was a pretty standard shutdown, by the checklist as usual. We have a rotor brake on the 60M but don't really have a reason to use it unless we are in a hurry or other aircraft are taxiing close by. The keys on the center are for the engine ignition, they turn on/off engine exciters (basically spark plugs for the turbine engine). Also, the main rotor shaft has a 3 degree forward tilt, not 5, but we do tilt the rotor forward when we ground taxi.
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.
Thanks for the comment! The 60M cockpit is definitely an improvement from the old A/L models. We still go through initial 60 training in the A models before moving up to the upgraded 60M, although that may eventually go away as the Army begins to phase out the older aircraft.
We keep a clock/timer on our kneeboards for keeping track of things like fuel checks, instrument approaches, take off and landing times, total flight time, etc.
I too helped develop the "M" model. Many trips to Huntsville, AL to work out what the displays would look like, how many presets to the radios would have, etc. Turned down the Instructor/Key Personnel Training (IKPT)because of the active duty service obligation at the time (has since been reduced). Glad I am still involved in Army Aviation training but I sure do miss flying the Blackhawk. Thanks for the stroll down memory lane.
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.
I see that the co-pilot has a 10th Mountain patch, was this filmed at Fort Drum, with 10th Aviation at Wheeler-Sack Field? I wasn't aviation, but I was 62E equipment operator in the 41st Engineer Battalion back in the late 90's, early 00's, had many a deployment flight out of the field there, as well as a few training hops on the UH-60's. They were, by far, the best ride of my life, especially NAP of the Earth around the range lands!
Hey quick question. How do you become a military pilot? Does college help increase your odds of getting the job you want? Also would being a military pilot help any in a Career in flying after the military?
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.
H-60's, especially those with the tail wheel near the back of the tail cone, have a somewhat high tail, low nose taxi. The Navy SH-60B has the tail wheel closer towards the beginning of the cone, not having a low-nose taxi profile as those would with the alt. wheel config. That and the angle/positioning of the camera can give that illusion. Also, the main rotor head is canted forward 5 degrees.
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.
That was the longest shutdown I've ever seen. I'm use to SH-60B so it's weird not seeing a rotor brake being used to stop the blades. Or not seeing a "Plane Captain" giving the drop-stops in hand signals. BTW, am I going crazy or are those really keys between the two MFD's?
Quick question, at 9:25, when the PIC turns off the two display screens, followed by the other pilot, why does it sound like a jet engine powering down when each display is turned 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!
What branch operates this Blackhawk and how long is the school and stuff do you also get credit for flight hour then you go to civilian life to be a heli pilot. I want to fly these beautiful aircraft and the Apache.... how many flight hours do you need too
I am extremely interested in eventually becoming an army aviator... I was wondering if you have any advice for me on how I should get started? awesome videos by the way!:)
Great video, thanks for posting. I have a lot of questions, if anyone has answers: 1. I read that the range is about 500 knots. Is that one way? 2. How far away can these be heard (in quiet surroundings). I hear two miles. 3. If they were using FLIR, what screen would that show up on? many thanks!
hi, why do you landing? i know this manual controls in the helicopter roof are the "accel" but you dont touch this , also i know this thing left to copilots leg is a "blades angle" you "play" with this angle to proper landing? thanks
I left FT Rucker almost a year ago now. I have heard that they changed the test, but from what I've heard it's still centered around basic helicopter and flight knowledge. Download the "Rotorcraft Flying Handbook" and start studying. Best of luck to you with your packet.
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!
SOAR actually doesn't have a MEDEVAC unit. I believe they do their own personnel recovery though. Also, 160th isn't at the top of the totem pole when it comes to Army aviation...
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.
Ah, it was a 3 degree tilt. It's been a while since I worked on the SH-60. So weird to see a key used for the engine ignition. I'm used to seeing the engine ignition on the upper right console. I forgot that Navy H-60's require it for shipboard use/practice. As for the tilt, a little forward on cyclic is needed to get some movement. I've seen some Navy pilot "nuggets" have the blade tip path just 4-5 ft from the deck. Freaked out a lot of the ground crew.
Do army helicopters fly cross country flights like fixed wing aircraft? Wouldn't flights be so much longer especially since they don't get affected by tailwinds the way jet aircraft do?
Awesome video Brian. I am planning on putting my packet together for flight school. Did you just get done with flight school? Also have you heard anything about this new SIFT test that is being used instead of the AFAST? I am a recruiter in Cleveland and even the testers here don't know much about it.
Just learning on the UH60 in this vid? Why don´t you start the APU during taxiing? That way when you have settled on the parking spot and gone to idle you just go ahead and shut off the engines because the pump already stopped and the Ng have been below 90% during taxi. No rotor brake on this specific bird?
+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...
Thanks for responding, mind if I ask you some questions? I am HEAVILY considering doing the Army WOFT program. Wondering what being a military helicopter pilot is like. I hope you care to talk, thanks.
+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.
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.
Great Video. Question: Why is the Tail Rotor slanted roughly 10 degs? Also, what purpose does the elevator serve? Why is it always in the downward position? i have always wondered about these two items.
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.
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 nice vid, hope you respond, Im considering trying WOFT program, do you get bored of flying helicopter? How long have you wanted to do it? I heard different personalities are attracted to different helicopters, is that true?
+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.
Are you in the Army already? I think the best advice I can give is to have a college degree (at least an associate degree) and some civilian flight time under your belt before you apply. I know that USAREC says it's not required, but with all the budget cutbacks, flight school selections have been almost cut in half and they are only selecting the best. Best of Luck!
@brian Lucas why are there 2 sticks for 2 pilots? And does the left side pilot have an handle to ascend as well? And can both pilots control both sticks at the same time? wats the point of 2 pilots? Looking at switching from 11b to 15T
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.
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.
+flandersrobby gpa means nothing. It's if you pass flight school and pass the board to be a warrant office if you're doing street to seat. I've never been to college and as long as I pass those two I'll become a pilot.
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.
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...
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.
Hey Brian, is a crew chief in the marines now, and want to switch over to the army WOFT program when my contract is done. Do you know who I should be talking to in order to get my packet completed
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 ? :)
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.
