![]() The cabin accommodates eight troops or passengers. Wulfsberg Electronics also supplies navigation and communications systems for EC145 helicopters used in civilian and special mission roles. The UH-72A’s tactical communications system includes an RT-5000 wideband transceiver operating at 29MHz to 960MHz, and dual P-2000 tactical communications transceivers. The navigation and air traffic control communications include dual VHF communications transceivers, dual VHF navigation receivers with VOR, ILS and marker beacon, and a DME transceiver. UH-72A Lakota light utility helicopter’s navigation and communications systems were supplied by Wulfsberg Electronics based in Prescott, Arizona. Navigation, communications and cabin of UH-72A The avionics cooling system, supplied by Keith Products of Addison, Texas, ensures proper operating temperatures for the helicopter’s navigation, communications and mission equipment. UH-72A Lakota light utility helicopter’s automatic flight control system includes two attitude and heading reference systems (AHRS), advanced power management (APM) computers, smart electro-mechanical actuators, TRIM actuators and fibre-optic gyroscopes. The helicopter’s automatic flight control system was supplied by Sagem Avionics and was partially produced at the company’s Grand Prairie, Texas, facility. Production of the Meghas avionics suite was transferred from Europe to a new Thales production facility in Irvine, California. The cockpit displays simplify the presentation of flight and vehicle information, increasing the crew’s situational awareness and reducing the pilot’s workload. The cockpit displays include the Thales centralised vehicle and engine management display (VEMD). UH-72A is fitted with a night-vision goggle-compatible glass cockpit with active-matrix liquid crystal displays and a Meghas avionics suite supplied by Thales US. The cockpit seats have ergonomic cushions, a four-point restraint system with an inertia reel and are qualified to FAA crashworthiness standards. The cockpit accommodates a crew of two and is fitted with two Simula energy-absorbing cockpit seats supplied by BAE Systems Mobility and Protection Systems (formerly Armor Holdings Aerospace and Defense Group). The windows and windscreen, supplied by Nordam Group in Tulsa, Oklahoma, provide good visibility for the helicopter’s crew and passengers. The cockpit and cabin of the UH-72A Lakota light utility helicopter are fitted with a large multipiece wrap-around front windscreen, multiple side-fuselage windows on the cockpit and passenger doors, and side windows for the main cabin. The crashworthy airframe and seats also contribute to the UH-72A’s operational safety and survivability. Safety features include a high level of redundancy with a twin-engine design, and redundant hydraulic, electrical and engine control systems. The high-set, twin-blade tail rotor has a diameter of 1.95m. The rotor configuration provides reduced noise and vibration characteristics. The helicopter has a hingeless rotor system with composite main rotor blades which are 11m in diameter. The main and tail rotors are high set to allow fast and safe loading and unloading through the main doors and rear-fuselage clamshell doors, even while the rotors are turning. The helicopters were manufactured by Airbus Helicopters at the company’s production centre in Columbus, Mississippi. During the competitive bidding phase, EADS North America used the UH-145 designation for its light utility helicopter entry. The UH-72A Lakota light utility helicopter is a military version of the Eurocopter EC145. UH-72A Lakota light utility helicopter design The delivery of the final UH-72A marked the transition of the programme to a more modern variant, UH-72B. The antitorque pedals are connected to the pitch change mechanism on the tail rotor gearbox and allow the pitch angle on the tail rotor blades to be increased or decreased.Airbus handed over the 463rd UH-72A to the US Army in September 2020. The antitorque pedals allow the pilot to control the pitch angle of the tail rotor blades, which in forward flight puts the helicopter in longitudinal trim and, while at a hover, enables the pilot to turn the helicopter 360°. To make flight possible and to compensate for this torque, most helicopter designs incorporate an antitorque rotor or tail rotor. This law applies to the helicopter fuselage and its rotation in the opposite direction of the main rotor blades unless counteracted and controlled. ![]() Newton’s Third Law was discussed in Forces Acting on the Aircraft post, stating that for every action there is an equal and opposite reaction. See Helicopter Components, Sections, and Systems, for a discussion on these other systems. ![]() The antitorque pedals, located on the cabin floor by the pilot’s feet, control the pitch and therefore the thrust of the tail rotor blades or other antitorque system. ![]()
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