-[ Jared] In this video, we’re gonna learn about aBlack Hawk armed helicopter, but not only any Black Hawk. This is a specializedversion called the Pave Hawk. We’ll walk through the differentfeatures of the helicopter, the engines on top, the rotors and the flight controls and how they’re used tomaneuver the helicopter.( electrical crackling)( bang) This video is sponsored by Ground News.( agitating music) This is a specialized versionof the Black Hawk helicopter. It’s called a SikorskyHH-6 0G Pave Hawk. It’s owned and operated bythe United Nation Air Force.It’s been in use since the early 1980 s. The Pave Hawk helicopteris intended for duel, exploration and save. So anyone on the groundthat needs to be picked up in a combat area or inanother dangerous area, the Pave Hawk helicopter can go now collect them up and bring them back to refuge. The Pave Hawk frequently has a crew of four. A pilot, a co-pilot and twospecial missions aviators, otherwise an known as flight technologists. Then depending on the mission, they’ll have several morepararescuemen, also known as PJs. It’s very common to fly in a formation of two Pave Hawk helicopters. These helicopters havea connection with NASA at Kennedy Space Center in Florida. For numerous space opens, Pave Hawk helicopters ought to have ready just in case something goes wrong and they need to rescue the astronauts.But besides that, operations have been flownall over the world, including the United Country. The countries of central america. Africa. Europe and the Middle eastern countries. And Asia. Each helicopter costs around4 0 million US dollars. The Pave Hawk is just under 20 meters long and about five meters high. Some of the major parts of the helicopter are the primary rotors on top, the fuselage, which is thebody of the helicopter, the cockpit in the front, the cabin right behind, and then in the back, we have the tail. The stabilator, and the posterior rotors at the very end. The first thing let’s dive late into is the a fueling of apache helicopters. It lopes off of jet fuel. Right here is the main fuel tank. And then the auxiliary fueltank right in front of it. You can see this one fromthe back of the main compartment. The regular Black Hawk helicopter is not have this extraauxiliary oil container. That meant that the PaveHawk can fly a lot further. There are two ways torefuel the helicopter. When it’s on the dirt, they’ll use the fuelingconnections on the left side.But the Pave Hawk can alsorefuel while in flight. There’s times they can’t moor or they’re in a hurryto finish their operation. In this case, they’ll usethe breath refueling examination. They fly behind another aircraft. This one is called an HC-1 30 J and it carries extrafuel for the Pave Hawk. At the end of the wingis the refueling pod. The oil and attachments comeout of the back of this pod. Then the Pave Hawk flies up behind, increases the ga examination, and carefully connectsit up to the oil drogue.Fuel is available to displace into the Pave Hawk. They can even at two helicoptersrefueling at the same time. Once hooked up, it often doesn’t takemore than 10 or 20 minutes to crowd their fuel tanks. This whole process is calledaerial refueling or AR. On rare reasons, the Pave Hawk needs to getrid of some extra weight by using the fuel dump tube. This doesn’t happen too often, but it’s there if they need it. Let’s look at some moredetails up front now. These are the missile warning sensors, so that you know right awayif rockets are being propelled at your helicopter. It’s probably a good thing to know. Then there’s the radar cautioning receiver, so you know if you’re beingpicked up by the enemy’s radar. Inside the nose of apache helicopters, you’ll find the radio compartment with communications gear inside of it. This is the color weather radar, used to detect gusts so thatyou can hopefully avoid flying into any bad weather. Down towards the bottom is the forward looking infrared camera, which is another way tohelp them accompany at night.On the bottom is the LARS antenna, which stands for “lightweightairborne recovery system.” This is used to help locatesurvivors down below. The cockpit is inside of now. The pilot is on the right andthe co-pilot is on the left. There’s windows directlyabove, but also below as well. This allows for increased visibility while they are in flight. There are plenty of buttons, swaps, and gauges for the aviator and co-pilot to monitor. What we’re gonna look at arethe three flight controls. The collective, the cyclic, and the fanny rotor pedals. Last-minute in the video, we’ll see how these restricts can help maneuver the helicopter. Cool thing about these accommodates is that they can compressdown in the event of a crash. This will help cushion the arrive and hopefully avoid any harms. On the two sides of the Pave Hawkthere’s usually mounted firearms. In most cases, the handguns will be the same. On this Pave Hawk, wehave the GAU-2 Minigun.These are operated by thetwo special missions aviators in the back. Let’s take a closer look at the gun. It has a revolving barrelassembly on the breast. The ammo is stored in theammunitions box right here, and then moves up through the ammo region, up then to the main gun. The ammo loops around several times while it’s on its room to being fired. This shoot can fire up to4, 000 rounds per minute.( gunshots shooting, blowup) The hovel can be accessed by opening up the slidingdoors on the side. Inside the cabin on theceiling is the FRIES bar, and that stands for fast ropeinsertion extraction system. The saloons can increase out toeither side of the helicopter. And then a thick-witted tether called the fast rope is tied at the very end. The PJs can then quicklyslide down to the ground. This is ideal for situations when the Pave Hawk can’tland on the ground.Sometimes we need to bring up survivors back up to the helicopter. In such cases, they use the hoist. This is a hydraulicallypowered cable system to bring up survivors from the grind. It has a cable length of 61 meters and a force limit of 272 kilograms. These are chaff and flare buckets, and these are on bothsides of apache helicopters. The flare pails arethe ones facing forward, and there’s two more ofthem up front as well. When these burn off itlooks like fireworks, but the real purpose is toconfuse any hot trying rockets and hopefully save the helicopter. The chaff buckets are pointedup and towards the back. It shoots off tiny bits ofmetal into the tail rotor to create chaff shadow. It looks like faint smoke. The message here is to confuse enemy radar. This area here is calledthe aft transition bay, which is basically a plaza to accumulate more electronic equipment.On the side of the PaveHawk, there are a few steps. These are good foot gaps to make it a lot easier to climb up on top to perform maintenanceand pre-flight checks on apache helicopters. The Pave Hawk has two machines. These are General Electric T-7 01 c engines. They’re drawn attention to as turboshaft devices. It creates in aura throughthe figurehead, hots it up, and then constricts it, which then turns theshaft down the centre. That’s why it’s calleda turboshaft engine. Now compare that to a turbojetengine on an airplane. It fetches in breeze through thefront, tightens it, heats it, and then instead of turninga shaft down the middle, it takes that hot air andshoots it out the back. This provides the thrust, whichpushes the airplane forward. Now that’s the turbojet engine, but on a helicopter itdoesn’t need that impetu to push it forward, that’s why it expends two turboshaft locomotives to invent the shafts, which then work together tospin the main rotor blades.Now don’t “ve forgotten” thetail rotors on the very back, they’re powered by the same machines. The two machines likewise turn a shaft that goes all the wayback through the tush and up to the tail rotors. In the middle is the auxiliarypower unit or APU for short-lived. This is the small engine thatprovides electrical power for the helicopter. The APU is also responsible for starting up themain turboshaft engines. In the center, we haveour four main rotors. These are like the wings for a helicopter. When the breeze is flowing fastenough they will generate lift. Now you were able to produce more face-lift by spinning the blades faster. Some toy helicopters ordrones make this room. However, this is not howfull size helicopters wield. The rotors on the topspin at a constant speeding. It doesn’t convert very much once the engines arerunning at full speed. For the Pave Hawk, they rotate at 258 RPM orrotations per time. The method we generate lift is by changing the tone of these blades. This affects the direction of attack. When you increase it, it generates more lift.Do it on all four of the rotor blades and this will cause thehelicopter to go up. Decrease the slope to generate little promote, which will cause the helicopter to sink or intensify downwards. The turbo shot instruments are revolving these four massivepieces of metal one highway. This causes the mainbody of the helicopter to want to spin the other way. If we did nothing to stop this the helicopter would spin out of control. This is the reason we havethe tail rotors in the back. It equips a counter torque, or in other words, a spinningforce in the other direction. This stabilizes the helicopter so it’s not spinning uncontrollably. If you come back here andlook at these tush rotors, they are not perfectly aligned.They are tilted by 20 magnitudes. This reaches it so that italso provides a small amount of lift in the veryback of the helicopter. This helps counteract theextra weight of the posterior. One other thing about the fanny rotors is that each of the four bladescan also change their slope. This reforms how much airflow there is. Increase the tar if youwant to turn to the left. And then abridge the pitching if you want to turn to the right.How about moving apache helicopters? So if we wanna go forward orbackward, or left or right, how does that work? First, let me show you themechanism in the center here. This is called the swashplate assembly. Here’s the main swashplate, the rotor mast, and the four tone insure poles, which are then connected toeach of the four rotor blades. The swashplate can move up or down. This directly affects the pitchon each of the four blades, but the swashplate can alsowill tilt from side to side.This implies it will changethe pitch more on some blades than on others. And if “youre watching” it rotating around, each blade is always altering. Let’s focus in on time this blade. When it’s on the rightside, it’s relatively flat. But when it’s on the leftside, it’s more angled. It’s flat. Now it’s angled. It’s flat. Now it’s angled. This entails unbalanced elevation on different sides of apache helicopters. This is used to maneuver the helicopter in different directions.So in short, the swashplate mechanism is one of the main ways thatyou can control a helicopter. One of the hardestthings to understand here is something announced gyroscopic precession. And this happens to anything that spins, but it’s especiallyimportant to helicopters. So if you wanna pitchthe helicopter forward, you might think we need to apply more lift in the back of the rotor blades. But if we did this, it were really reel thehelicopter to the left. We apply force and it doesn’t take effect until 90 measures last-minute. To actually slope the helicopter forward, more elevation needs tohappen on the left side. And again, if you’ve never heard ofgyroscopic precession before, this probably seems a little strange. The good information is that helicopter pilots don’t have to be activelythinking about it, but it’s definitely good to understand. Now that we know how the rotors labour, let’s take a look at the flight controls that you’ll find in the cockpit. There are three main ones, and we identified these earlier in the video.The collective, the cyclic, and the tush rotor pedals. Let’s go through whateach one of them does. First, the collective. This moves apache helicopters up or down. Pull on the collective, andthis will foster the swashplate. This increases the lift on the helicopter causing it to rise into the air. Push down on the collective, the swashplate goes down andthe helicopter generates less hoist to move the helicopter down. The middle ascendancy is called the cyclic. This is used to move thehelicopter forward, backward, or left or right. Move the command, this will tilt the swashplatecausing an uneven extent of heave on one side, whichthen moves the helicopter. This automatically adjustsfor gyroscopic precession. All the aviator has to do is move the cyclic in the direction that the helicopter should go. Down here are the tail rotor pedals, which of course uses the tailrotors to turn the helicopter to the left or to the right.This is also known as controlling the yaw, or vertical axis of rotation. If we propagandize the left pedal the tush rotor blades pitch increases, which then revolves thehelicopter to the left. Push on the right pedal, abridges the move, which revolves the helicopter to the right. So in summary, “youve had” the collective, which moves the helicopter up or down. The cyclic, which movesthe helicopter forward, backward, or side to back. And then the posterior rotor pedals, which revolves thehelicopter left or right. At this spot, I only wanna mention thatthese three masteries, the swashplate assembly, and of course, gyroscopic precession, this thing is not uniqueto really the Pave Hawk. This is how mosthelicopters work in general. The Pave Hawk helicoptersometimes needs to be transported to another destination. Before this happens, there’s some preparationsthat need to take place.The four main rotor bladescan actually fold back towards the tail, andthen self-assured in place. The tail rotors are foldedand also the stabilator. Now the Pave Hawk takes up much less space and can be put inside of another aircraft. This is a C-1 7. And it can fit two Pave Hawkhelicopters inside of it. Now it’s not used as much, but the Pave Hawk also has capacities necessary to fold back the tush as well, which further reduce the size even more for some extreme cases.The HH-6 0G Pave Hawk has beenflying nearly 40 years now. At some quality in the near future, it will be replaced bythe HH-6 0W Jolly Green II. This will provide manyimprovements to the electronics, gasoline arrangement, locomotives, the armor plating, and of course, the weapons systems. There is so much tolearn in the world today. When “youre reading” the newsfrom only one informant you may be getting justone part of the story. Ground News has an answer to this problem. This is an informative website and app that lets you compare current events and how they’re being covered. Pick a narration and then take a look at the Bias Distribution chart, which shows you the newsoutlets that are plastering it and where they fall onthe political spectrum. Then you can click onthe different sources and insure for yourself. With Ground News, you can ensure that you aregetting the bigger picture and not just one case of it. This will allow you tocut through the racket and understand the world much better. Another helpful piece theyhave is called Blindspot, which allows you hear storiesthat are under reported by either surface of the political spectrum.You can personalize Ground News to show you the topicsthat interest you the most, like finance, science or plays. Try it free of charge by goingto ground.news/ jaredowen, or download the freeapp by click the link in the description below. My name’s Jared. I compile 3Danimations on how things labor. To be notified about future videos, you can click the subscribe button here or click on these posters to see more videos just like this one. Thanks for watching andI’ll see you next time.( inflaming music ).
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